
Class / t~ "*i} & 



Book 






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Copyright^ /Wy 



COPYRIGHT DEPOSIT: 



Standard Train Rule 
Examination 



9th Edition 



(Formerly called "Questions and Answers") 

This book is based on the Standard Code of Train Rules of the 
American Railway Association, in effect January 1st, 1914 

For the use of Trainmasters, and other examining officers, 

in the examination of Trainmen, Enginemen, Towermen 

and Telegraph Operators. 

A thorough and practical explanation of the Standard 
Code of Train Rules, so arranged as to be of greatest 
value in examinations and in the operation of trains. 

A book of clear and definite train rule knowledge, 

comprising authoritative rulings, and a complete 

Train Rule Examination. 



By G. E. Collingwood 



Price Postpaid $2.00 



Standard Code of Train Rules for Single Track 
25c postpaid. 



G. E. Collingwood, Publisher 

407 Crittenden Avenue 
Toledo, Ohio, U. S. A. 



"TF55T 

C7 

\3\4- 



COPYRIGHTED 1914 

By 

GEORGE ELMER COLLINGWOOD 



APR 23 1314 



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£>CI.AS71544 




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INTRODUCTION. 



STANDARD TRAIN RULE EXAMINATION 

is the pioneer book in explanation of the Standard 
Code and has attained an international reputation. 
It has blazed the way for a more uniform under- 
standing and a systematic study of train rules and 
train orders. In presenting this Ninth Edition the 
author believes that he has not overlooked any 
point which will be of benefit. 

Rulings of the American Railway Association 
have been followed in every case and upon points 
where no ruling has been made by the American 
Railway Association we have followed the theory 
upon which the rules are based. 

This book is for the use of Examining Of- 
ficials and also for the use of Trainmen, Train 
Dispatchers, Telegraph Operators and others who 
wish to be thoroughly posted on the rules. 

The book will encourage a thorough and sys- 
tematic study of train rules and train orders. It 
will assist in a better understanding of all rules 
by stating correct practice and the reasons there- 
for. It brings out the vital points in each rule and 
imparts a full knowledge of the object to be ob- 
tained in practice. 

Any road has the right to frame such rules 
as it may see fit for the proper operation of its 
trains, interpreting such rules in accordance 
with the wording thereof, and it is not the inten- 
tion of the author that any reader should depart 
from the rules and rulings governing the road 



upon which he is employed. However, very few 
roads depart from standard practice, and then 
only in a very few minor details, so that this book 
as a whole cannot but strengthen the hands of 
those charged with the enforcement of the rules 
by assisting to a complete understanding thereof. 
General Officers, Superintendents, Trainmas- 
ters, Train Dispatchers, Telegraph Operators, Con- 
ductors, Engineers, Firemen and Brakemen will 
find this book specially suited to their needs in 
conducting and passing examinations, and broad- 
ening their knowledge of train rule subjects. 
G. E. COLLINGWOOD. 



EXPLANATION OF MAKE-UP. 



In arranging this book the examination ques- 
tions with their answers for each rule are given 
first. Following these will appear any further 
explanation which may be necessary in order to 
make the meaning of the rule plain. If the Ameri- 
can Railway Association has made any ruling on 
the rule, such ruling will appear after the explana- 
tion. If a rule is misleading the fact will be 
stated under the heading of "Criticism," so that 
error of interpretation may be avoided, and also 
to assist those who may wish to revise their rules. 

All questions in this book are based upon the 
Standard Code of train rules as adopted, 1906, that 
being the last revision made. 

To find the meaning of any rule, turn to the 
index, which will give its location. 



THE STANDARD CODE 



The Standard Code of train rules is a set of 
rules formulated by the Train Rules Committee of 
the American Railway Association in 1887. Di- 
vided into rules for single and double track, in 
1889, revised slightly from time to time, and are 
now in use on nearly every railroad in the United 
States and Canada. 

CLEARANCE CARD. 

The Standard Code should state that, "A 
train will not leave its initial station on any di- 
vision (or subdivision) without a Clearance Card. 
The authority to issue such Clearance Card will be 
obtained from the Train Dispatcher." 

The above rule is not in the Standard Code, 
probably for the reason that all roads do not use 
the Clearance Card. The committee's idea is that 
such subjects as the Clearance Card and the 
Train Register should be left for each road to 
arrange to suit itself, because roads are not uni- 
form upon these points. To my mind the reason 
assumed for not treating these subjects is the 
best reason why the Standard Code should treat 
of them. The inserting of such a rule would not 
make it binding upon any road to use it, but it 
would go a long way towards bringing about uni- 
form practice. 

STANDARD TIME. 

Few of the younger railroad men can appre- 
ciate the great advantage we enjoy today because 
of a uniform time as compared with what existed 
prior to 1883, before standard time was adopted 

n 



by the railroads. There were upwards of fifty 
different standards of time in use in the United 
States, and as they were not systematic, the con- 
fusion and complications which resulted from the 
use of so many kinds of time made a very serious 
proposition, not only for the railroads, but for the 
traveler as well. Some roads were so located that 
it required six or seven different kinds of time to 
get over the road, and so complex was the situa- 
tion that very few officials could state the time 
which was used on any road but their own and its 
immediate connections. 

The change was effected on a Sunday in No- 
vember, 1883. As had been previously arranged, 
when twelve noon by local time had arrived in 
new York City the bells of St. Paul's Chapel 
tolled the hour for the last time. Just four 
minutes afterward the Western Union time ball 
fell, and Trinity's chimes rang out the new hour, 
in accordance with an electric signal from the 
Naval Observatory at Washington. 

Under this system of standard time there are 
just four different times used in the United States, 
all of them an even hour apart, with an elastic 
boundary line between the hour sections, the exact 
point for change of time being designated. These 
four times are based upon the 75th, 90th, 105th 
and 120th meridians, and are called Eastern, 
Central, Mountain and Pacific time, respectively. 

THE REGISTER. 

It is of great importance that some fixed ar- 
rangement be established for the purpose of no- 
tifying trains at terminals or junctions, or at any 
point where they may originate, of all trains 
which have arrived or left, and there is no better 
way of doing this than by train register. 

A register book should be established at each 
terminal, and at junction points where trains 

12 



enter the main line. Should a train arrive as one 
section and leave as another, or arrive as one 
number and leave as another, two lines should be 
used in registering. 

Train registers should be made standard and 
the rules governing their use should be included 
in our train rules. Each page should be large 
enough to hold all the trains run during 24 hours, 
or at least all the trains in one direction, the op- 
posite page being used for trains in the other di- 
rection; each page should bear a date at the top, 
and besides should show a column for date for 
each train registering ; a train should register into 
its terminal on the page corresponding in date 
with the day it is due to arrive, and in case it is 
late and does not arrive until a later date, it should 
show the date of actual arrival in the column 
provided for that purpose. 

The matter of work trains registering at 
register stations has received more or less 
thought, and the general idea is that a work train 
should register its arrival and departure at regis- 
ter stations. 

SIGNATURE OF ORDERS. 

The best results are obtained in train dis- 
patching when each dispatcher signs his own 
initials. Some roads use the superintendent's 
initials, some use the trainmaster's and some the 
chief dispatcher's initials. 

Train dispatchers, to get the best results, are 
required to exercise a general supervision over 
train movement, and when they use their own 
initials they are in a better position to deal with 
the situation than under other circumstances. He 
feels his responsibility more clearly. There is no 
more reason for using a name by proxy for the 
dispatching of trains than there would be in re- 

13 



quiring the superintendent to use the general 
manager's name in transacting his business. 

DAY OFFICES. 

The train order signal at stations which close 
for the night is usually blanked until the operator 
resumes work the following morning. But in view 
of the great importance of trainmen knowing 
positively that an office is or is not closed for the 
night, it seems that some more definite informa- 
tion should be given than simply the absence of a 
signal, especially as the absence of this signal 
means one thing when the operator is on duty — 
DANGER, and another when the office is closed 
for the night— PROCEED. 

When the signal is simply blanked the train 
crew have no way of knowing that the office is 
closed except that they take it for granted when 
they see no signal. This introduces an element 
of grave danger, for should the operator still be 
on duty and hold orders or block and his light 
fail, under these conditions there would be no 
check against accident. The precaution provided 
for by Rule 27, which arranges for an imperfectly 
displayed signal, or the absence of a signal, to act 
as a stop, or danger signal, would be of no avail 
on roads where the blanking of the train order 
signal is authorized, without some other special 
signal being displayed. When an office is closed 
for the night the train order signal should be 
blanked and a green light placed in front of the 
office on a bracket or below the regular train order 
signal, and also a green flag below the light so 
that the signal would be plainly visible during the 
night and early morning hours, and give positive 
information to trainmen. Under this arrange- 
ment an engineman would have positive informa- 
tion — the green light telling him the office is 
closed, or if no green light is shown he would un- 

14 



derstand the office is open and be governed by the 
signal indication and Rule 27. 

With this arrangement the rules should not 
show the office hours, and trainmen should con- 
sider all offices open at night unless the green 
signal is displayed. This would leave the dis- 
patcher free to hold day men when necessary, 
with full assurance that there would be no mis- 
carriage of orders or block on account of an office 
being kept open past the usual hours. 

THEORY OF THE STANDARD CODE. 

The Standard Code is constructed with the 
idea that trainmen must at all times protect their 
trains. The theory being that it is more conducive 
to safety in the operation of a railroad to require 
the men in charge of trains to look out for and 
protect themselves at all times against other 
trains and engines, without notice of their where- 
abouts, than to undertake to give them notice of 
their movements and whereabouts, for the reason 
that if men come to expect notice of approaching 
trains, they invariably relax their vigilance and 
rely upon this notice rather than upon their own 
watchfulness for their safety, and that in the long 
run more accidents will happen at times when it is 
impossible or impracticable to convey notice to 
them, than would occur if they were spurred to 
constant watchfulness by the knowledge that a 
train was liable to come upon them at any time 
without notice. 

The working example of this principle is il- 
lustrated in Rule 99, which provides that trainmen 
must arrange immediate protection whenever a 
train stops or is delayed. 

The protection afforded following trains un- 
der the rules is not always fully understood. Take, 
for example, a third class train running on orders 

15 



ahead of a second class train ; some trainmen and 
others have an erroneous idea that under the rules 
this order in some manner gives to each train a 
sort of protection, but such is not the case. When 
an order is issued for one train to run ahead of 
another, both trains must exercise the same care 
as before, no more, no less ; that is, both must keep 
a sharp lookout ahead, and if stopped must flag 
immediately. The idea in making the different 
classes is not to protect trains, but it is thought 
that by such method it will require less train 
orders to move important trains without delays 
by less important trains, than would be required 
if trains were all of one class. So, instead of being 
a measure for protection, it is a means of facili- 
tating movement. The train order should not be 
expected to relieve the leading train from proper 
flagging, nor should it in any manner place more 
burden for watchfulness on the following train; 
if it does either of these things it has miscarried. 
A third class train must at all times look out 
for trains ahead, or for a flag, regardless of the 
fact that it holds no orders of a fourth class or 
other train ahead of it. Because there might be a 
third, or even a second or first class train ahead, 
so that the receipt of this order is not a protective 
notice, but simply a notice given in double form 
changing the established time-table privileges of 
an inferior train for some reason, it may be the 
more important (first class) train is late, or it may 
be it is of not as great importance as usual ; at any 
rate it is given to facilitate movement only, Rules 
91 and 99 being all the protection that is required 
between trains moving in the same direction. We 
believe that Rule 91 should contain the statement 
of principle that enginemen must keep a sharp 
lookout ahead for trains or flag at all times. As 
it stands now, this is left to inference, and it is 
just as important as the instructions to flag. 

16 



RESUMING SCHEDULE. 

A regular train assumes its schedule at its 
initial station and it is entitled to use such 
schedule to the terminal station of the schedule on 
that division. 

When a train is detoured for any cause it may 
resume its schedule when it again reaches its own 
line, it being understood that when leaving its 
initial station it had authority to use the schedule 
to its terminal station, and that authority not 
having been taken away, remains in effect. The 
same is true of a train which has completed a part 
of its run and is temporarily withdrawn for spe- 
cial service. In such a case, when it has performed 
its special service, it can resume its schedule, un- 
less its rights thereto have been specifically taken 
away by train order. In any case of this kind the 
conductor should report to the train dispatcher 
before continuing on the trip, the same as he 
would at the initial station. When cleared by the 
dispatchers no orders would be necessary to re- 
sume the schedule. This matter of reporting to 
the train dispatcher is for the purpose of checking 
against outstanding orders and also to advise the 
dispatcher that the train is ready to proceed — see 
ruling of the A. R. A. on "Resuming Schedule." 

EXTRA TRAINS. 

There is no superiority between extra trains 
unless it is made by train order, with the excep- 
tion that at meeting points between extra trains 
the train in the inferior time-table direction must 
take the siding. A study of the rules will show 
that one extra cannot be made superior to another 
under a Form C order by authority of such form, 
although as a matter of fact orders are issued on 
nearly all roads giving one extra right over an- 
other extra, but without the authority or the re- 

17 



restraining guidance of specific rules properly ex- 
plained. The Train Rules Committee who framed 
the Standard Code refused to insert an example 
under Form C which could be used between extra 
trains, claiming that as extra trains had no 
schedule such practice would virtually fix a meet- 
ing point in any case. In issuing a right of track 
order between extra trains there is danger unless 
the right of track is given to the end of the run of 
the first named train, or to the end of single track, 
or to a point already reached and at which the 
order is received by the second named train. In 
starting an extra train from a point at which it is 
to meet an opposing extra train the order should 
read, "After extra 234 arirves at A engine 546 will 
run extra A to B." 

Form G is for running extra trains, and there 
are three examples given. The first example di- 
rects an engine to run extra from one designated 
point to another, and under this example an extra 
need not protect against opposing extra trains 
unless it is directed by train order to do so. The 
second example is for running an engine extra 
from one point to another and return to a certain 
point; under such an order the extra must go to 
the second point named in the order before it is 
permitted to return. The third example is gen- 
erally used for passenger trains and is so arranged 
as to make a schedule for the extra train. Oftimes 
such an order gives the extra right over all trains, 
and in some cases such extras have been known 
to run through yard limits at the same rate of 
speed as a first class train instead of an extra. It 
must be remembered that an extra, moving under 
such an order, is still an extra, and, while it has 
right over all trains, it must be governed by the 
rules directing the movements of an extra while it 
is passing through yard limits. 

In the case where an extra train ties up on the 

18 



road for a certain length of time and then reports 
for orders, the Standard Rules do not provide 
any form for giving this extra train information 
as to what trains, which are overdue, have arrived 
or left that station. If the extra happens to be 
tied up at a register station this information can 
be obtained from the train register, but if it is not 
it becomes of great importance that it receive 
dependable information as to what schedules have 
been f ulfiled. To cover such cases as this an order 
should be issued to the extra reading as follows: 
"All trains due at H at 6 a. m. have arrived or left 
except No. 3 and No. 4." Such an order is neces- 
sary to conform with Rule 83. 




19 



TRAIN RULE EXAMINATION 



GENERAL RULES 

1. Q. Who must provide themselves with a 
copy of the book of rules? 

A. Employes whose duties are prescribed by 
them. 

2. Q. Do you fully understand the provisions 
that relate to your particular duties? 

A. Yes. 

3. Q. What is expected of you when the 
meaning of any rule or special instruction is not 
clear to you? 

A. Consult superior officer. 

4. Q. Is it necessary to pass the required 
examinations? 

A. Yes. 

5. Q. What are persons employed on a train 
subject to? 

A. The rules and special instructions. 

6. Q. What is your duty in carrying out the 
rules and special instructions? 

A. Employes must render every assistance 
possible in carrying out the rules and special 
instructions. 

7. Q. What is expected of you when you 
know of an infringement of any rule or special 
instruction? 

A. Report same to superior officer. 

8. Q. What is the rule as to intoxicants? 

A. The use of intoxicants by employes while 

20 



on duty is prohibited. Their use, or the frequent- 
ing of places where they are sold, is sufficient 
cause for dismissal. 

9. Q. May employes use tobacco when on 
duty in or about passenger stations or passenger 
cars? 

A. No. 

10. Q. Must employes on duty wear the pre- 
scribed badge or uniform? 

A. Yes. 

11. Q. Do you understand that persons au- 
thorized to transact business at stations or on 
trains must be orderly? 

A. Yes. 

12. Q. In case of danger to company's prop- 
erty, what is expected of employes? 

A. They must unite to protect it. 

EXPLANATION. — All employes examined 
should be in possession of the book of special in- 
structions relating to their duties, also current 
time-table. 

The duties of railway men are such that they 
must be in good condition mentally in order to 
properly perform their duties, therefore the use 
of intoxicants is forbidden. The use of tobacco 
is forbidden about stations or passengers because 
it is annoying to patrons. 

As a railroad company is judged largely by its 
employes, the company must insist that employes 
be courteous and neat in appearance, for upon 
the attitude of the public depends its success or 
failure. 

DEFINITIONS. 

13. Q. What is an engine? 

A. A locomotive propelled by any form of 

energy. 

21 



EXPLANATION.— This definition is so word- 
ed that it covers electric motors, gasoline motors, 
etc., the word "engine" being understood to mean 
a locomotive, regardless of the manner in which it 
is propelled. 

14. Q. What is a train? 

A. An engine, or more than one engine, 
coupled, with or without cars, displaying markers. 

EXPLANATION.— The word "train" signifies 
an engine and also markers. If an engine, with or 
without cars, has no markers, it cannot be con- 
sidered a "train." 

15. Q. What is a regular train? 

A. A train authorized by a time-table schedule. 

EXPLANATION. — An extra train moving 
over the road each day cannot be considered a 
"regular train." It must be a train scheduled on 
the time-table. 

16. Q. What is a section? 

A. One of two or more trains running on the 
same schedule, displaying signals or for which 
signals are displayed. 

EXPLANATION.— Each section has equal 
time-table authority. See Rule 95. 

17. Q. What is an extra train? 

A. A train not authorized by a time-table 

schedule. 

18. Q. How many kinds of extra trains are 
there and how are they designated? 

A. Two. Extra, for any extra train except 
work extras; and work extra, for work train 
extra. 

EXPLANATION.— The rules governing a 
work extra are different than those governing an 
extra train, so the distinction must be preserved. 

22 



19. Q. What is a superior train? 

A. A train having precedence over another 
train. 

EXPLANATION.— A train may be made su- 
perior to another by train order or by time-table 
provision, and when made superior by either pro- 
vision it is governed by the rules referring to 
superior trains. 

20. Q. What is a train of superior right? 
A. A train given precedence by train order. 
EXPLANATION. — Wherever the word 

"right" is used in the rules it refers to a train or- 
der. For example : a train which is inferior or su- 
perior by "right" is a train which has been made 
so by train order. 

21. Q. What is a train of superior class? 
A. A train given precedence by time-table. 
EXPLANATION.— Each time-table shows 

schedules of different classes, as first class, second 
class, etc. First class trains are superior to second 
class trains, second class trains are superior to 
third class trains, etc. 

22. Q. What is a train of superior direction? 
A. A train given precedence in the direction 

specified in the time-table as between trains of the 
same class. 

EXPLANATION.— On single track roads 
where Standard Rules are in effect the time-table 
states the superior direction of trains. A train 
of the second class moving in the superior direc- 
tion is superior to a train of the same class in the 
opposite direction ; but it is inferior to a first class 
train in the opposite direction. Thus superiority 
of direction is limited to apply only between trains 
of the same class. 

23. Q. Does superiority of direction affect 
trains on double track? 

A. No ; it is limited to single track. 

23 



24. Q. What is a time-table? 

A. The authority for the movement of regu- 
lar trains subject to the rules. 

25. Q. What does the time-table contain? 

A. The classified schedules of trains with 
special instruction relating thereto. 

26. Q. What is a schedule? 

A. That part of a time-table which pre- 
scribes class, direction, number and movement for 
q rpffiilPLi* 1 1*3, in 

EXPLANATION.— The schedule should not 
be confused with the train. A train using schedule 
No. 25 is known as train No. 25. 

27. Q. What is a division? 

A. That portion of a railroad assigned to the 
supervision of a superintendent. 

28. Q. What is a sub-division? 

A. A part of a division so designated on the 
time-table. 

29. Q. What is a main track? 

A. A track extending through yards and be- 
tween stations, upon which trains are operated by 
time-table or train order, or the use of which is 
controlled by block signals. 

30. Q. What is a single track? 

A. A main track upon which trains are oper- 
ated in both directions. 

31. Q. What is a double track? 

A. Two main tracks, upon one of which the 
current of traffic is in a specific direction and upon 
the other in the opposite direction. 

32. Q. What is the definition to, "Three (or 
more) Tracks?" 

A. Three (or more) main tracks, upon any 
of which the current of traffic may be in either 
specified direction. 

24 



33. Q. What is a current of traffic? 

A. The movement of trains on a main track 
in one direction specified by the rules. 

34. Q. What is a station? 

A. A place designated on the time-table by 
name at which a train may stop for traffic; or to 
enter or leave the main track ; or from which fixed 
signals are operated. 

EXPLANATION.— An inferior train must 
consider the switch where it enters the siding as 
the station. The superior train must also con- 
sider this switch as the station with respect to its 
schedule time or a meeting order which it may 
hold. 

35. Q. What is a siding? 

A. A track auxiliary to the main track for 
meeting or passing trains, limited to the distance 
between two adjoining telegraph stations. 

36. Q. What is a fixed signal? 

A. A signal of fixed location indicating a 
condition affecting the movement of a train. 

37. Q. Name some fixed signals? 

A. Slow Boards, Stop Boards, Yard Limit 
Boards, Switch Signals, Train Order, Block, Inter- 
locking, Semaphores, Disc, Ball or other means of 
indicating stop, caution or proceed. 

38. Q. What is a yard? 

A. A system of tracks within defined limits 
provided for the making up of trains, storing of 
cars and other purposes, over which movements 
not authorized by time-table, or by train order, 
may be made, subject to prescribed signals and 
regulations. 

39. Q. What is a yard engine? 

A. An engine assigned to yard service and 
working within yard limits. 

40. Q. What is a pilot? 

25 



A. A person assigned to a train when the 
engineman or conductor or both are not fully 
acquainted with the physical characteristics or 
running rules of the road or portion of the road 
over which the train is to be moved. 

NOTE. — Preferably a pilot should be an en- 
gineman and he should run the engine of the train 
which he pilots. 




26 



RULES FOR SINGLE TRACK 



Rule 1. 



113. Q. From where is Standard Time ob- 
tained? 

A. (See Rule 1.) 

114. Q. At what time each day is time re- 
ceived? 

A. (The answer to this question will be 
found in Rule 1.) 

115. Q. What watches must conductors and 
enginemen use? 

A. Watches that have been examined and 
certified to by a designated inspector. 

EXPLANATION.— Before starting on each 
trip, conductors and enginemen and such other 
employes as may be designated must compare 
watches with a clock designated as a "standard 
clock." The time watches are compared is usually 
registered. The Standard Code as amended April, 
1906, provides that conductors and enginemen and 
such other classes of employes as may be desired, 
shall have standard time. Formerly the code pro- 
vided that conductors and enginemen only were 
required to have their watches inspected. 

Rule 2. 

116. Q. How often must the certificate be 
renewed and with whom must it be filed? 

A. (See Rule 2.) 

117. Q. What is maximum variation for 
watches? 

A. Thirty seconds per week. 
EXPLANATION.— The Standard Code leaves 

27 



the length of time for renewing the certificate 
discretionary; also the officer with whom it is 
filed. Usually they are filed with the superintend- 
ent every six months. 

Rule 3. 

118. Q. Are all clocks used by this company 
standard? 

A. No; only clocks designed as "standard 
clocks" must be used for comparing time. 

119. Q. How often are conductors and en- 
ginemen required to compare their watches with 
the standard time? 

A. Before starting on each trip. 

120. Q. In the event of their not having ac- 
cess to a standard time-piece, how will they obtain 
standard time? 

A. From conductors or enginemen who have 
registered, or from the superintendent. 

121. Q. Should time watches are compared 
be registered? 

A. Yes. 

EXPLANATION.— When a train is laid up 
for rest at a point where there is no "standard 
clock," crew may compare watches with the 
engineman or conductor of some other train which 
stops there ; or if none stops time can be obtained 
by wire from the train dispatcher. 

A. R. A. Ruling. — Question. We have seven 
branches on which one or more of the crews start 
in the morning from the end of the road, come 
to the junction point with the main line and re- 
turn to the end of the road in the afternoon. It 
is our intention to have standard clocks at junc- 
tion points, and I would be pleased to know if 
we would be conforming to the rule by having 
the men regulate their watches when they arrive 
at the junction point, or whether we should have 

28 



a standard clock at the end of each of these 
branches. 

Answer. — The committee decides that it 
would be entirely in conformity with the spirit of 
the rule to put standard clocks at the junction 
points, covering the same by special instruction. 
—Ruling March 19, 1912. 

Rule 4. 

122. Q. When does the new time-table 
supersede the old? 

A. On the moment it takes effect. 

122. Q. When does its schedules take effect? 

A. At the leaving time at their initial sta- 
tions on such division (or subdivision) . 

122b. Q. Is there any other method of put- 
ting a schedule of the new time-table into effect? 

A. Yes. 

122c. Q. State the circumstances under 
which a schedule may become effective before it 
is due to leave its initial station after the time 
table takes effect? 

A. When a schedule of the preceding time 
table corresponds in number, class, day of leaving, 
direction, and initial and terminal stations with a 
schedule of the new time table. 

122d. Q. From what point is such schedule 
effective? 

A. From the point where the train using the 
schedule on the old time-table makes under the old 
time-table. 

122e. Q. What do the words "Day of Leav- 
ing" mean? 

A. They refer to the date of leaving. 

123. Q. How is the date of a train deter- 
mined? 

A. By the date of its schedule time at its 
initial station on a division (or subdivision) . 

29 



124. Q. May more than one schedule of the 
same number and date be in force on any division 
or subdivision? 

A. No. Except to provide continuous move- 
ment when schedules correspond. 

125. May a train of the old time-table which 
has become 12 hours late on the old time-table 
assume the new time-table schedule if schedules 
correspond as required? 

A. No. 

126. Q. How will a train of the old time- 
table proceed if it has a corresponding number, 
class, day of leaving, direction and initial and 
terminal stations? 

A. It will retain its train orders and assume 
the schedule of the corresponding number of the 
new time-table. 

127. Q. If a train of the old time-table has 
not the same number, class, day of leaving, direc- 
tion and initial and terminal stations, how will it 
proceed? 

A. It can proceed only on train order. 

127a. Q. If schedules of the old and new 
time-table fail to correspond in one point only 
may a train of the old time-table assume the new 
schedule? 

A. No. Schedules must correspond in every 
particular. 

127b. Q. In case there are two or three sec- 
tions on No. 1, of the old time-table may all sec- 
tions proceed on the new schedule if schedules 
correspond as required? 

A. Yes. 

EXPLANATION.— A train leaving its initial 
station carries its date (the date on which it was 
due to start) with it. If the time-tables change 
while it is on the road it still holds the date it 
started with and can use the schedule of that 
date if it corresponds as to number, class, day of 

30 



leaving, direction and initial and terminal sta- 
tions. If they do not so correspond it cannot 
assume the new schedule. 

Only one schedule of the same date can be in 
effect to authorize a train to leave its initial sta- 
tion, that is, if No. 1 has left its initial station 
on the old schedule for June 1st it cannot leave 
on the new schedule for June 1st regardless of 
the fact that it may be due to leave its initial 
station after the new time-table takes effect. 

The second sentence of Rule 4 has the same 
meaning as if it read, "But when a schedule of 
the new time-table corresponds in number, class, 
day of leaving, direction and initial and terminal 
stations with a schedule of the preceding time- 
table, a train which at time of change is author- 
ized by the preceding time-table will retain its 
train orders and assume the schedule of the cor- 
responding number of the new time-table which 
schedule shall thereby become effective, from that 
point to its terminal, subect to Rule 82." 

When a new time-table shows a schedule 
which has no corresponding numbered schedule 
on the old time-table such schedule shall not be 
in effect unless due to leave its initial station 
after the new time-table takes effect. 

Whenever schedules correspond in all require- 
ments except that the schedule is later on the 
new time-table, a train using the old schedule 
must stop at the last station which it can make 
before the new time-table takes effect and wait 
until the new schedule is due, otherwise it would 
be ahead of time, between stations, with no 
schedule protection. In such a case it would have 
to protect by flag. 

Extra trains which are on the road do not 
lose their right to run when a change of time- 
table takes place. 

The last paragraph of the rule has the same 

31 



meaning as if it read, "Not more than one 
schedule of the same number and day shall be in 
effect on the same portion of a division of sub- 
division." That is, there was no intention of for- 
bidding two schedules of the same number and 
day being in effect on different portions of the 
division in case a train of the old time-table is 
entitled to assume the new schedule at some point 
on the division under the authority of Rule 4. 

"Day of leaving" means, date of leaving. That 
is, it does not refer to the day or days of the 
week on which a schedule is effective — but it does 
refer to the date of the train or schedule. For 
example, No. 6 leaving its initial station December 
1st, is a train of December 1st, and can only as- 
sume a schedule which corresponds as to day of 
leaving, or "date." That is to say it can only 
assume a schedule of December 1st. 

In case No. 1 of June 15th leaves A at 11 p. 
m., and at 2 a. m. the 16th a new time-table takes 
effect, showing No. 1 due to leave A at 1 a. m. 
In such a case the train on the road would be a 
train of the 15th and the only schedule it could 
assume would be one of the 15th and as that 
schedule was, according to the new time-table, due 
out of A at 1 a. m. the 15th, 25 hours before, the 
schedule would be dead, and the train on the road 
can proceed only on orders. The schedule of the 
16th in such a case is due out of its initial station 
one hour before the new time-table took effect, 
and under the rule, this schedule cannot be in 
effect the 16th for the reason that the schedule of 
the train which was on the road did not corre- 
spond with this new schedule as to "date" and un- 
less a schedule corresponds with an old schedule 
in all the particulars noted it cannot be in effect 
until due to leave its initial station after the new 
time-table takes effect ; in this case that would be 
at 1 a. m. the 17th. 

32 



If No. 1 of the 15th was due to leave its ini- 
tial station at 1 a. m. and arrive at its terminal 
at 3 a. m. a new time-table takes effect at 4 p. m. 
showing No. 1 due to leave its initial station at 
6 p. m. and arrive at its terminal at 8 p. m. 
In such a case No. 1 could not run on the new 
time-table for the reason that the old schedule 
would be over 12 hours late before the new time- 
table took effect, so there would be no train to 
assume the schedule, and because one schedule 
of that number had been in effect over the entire 
division for that day no other schedule of that 
number could be in effect for that date. If, how- 
ever, No. 1 on the new time-table was due to 
leave its initial station on the new time-table at, 
say, 5 a. m., if the schedules corresponded as re- 
quired then No. 1 of the old time-table could 
assume the new schedule, whether or not it had 
been started from its initial station. Or in case 
there were two sections on No. 1, the first one 
being on the road and the second one not out of 
its initial station when the new time-table took 
effect, the second one could wait until 5 a. m. 
and leave on the new time-table as second sec- 
tion and the first one could assume the new time- 
table on the road when the schedule became due, 
and display signals as before. 

On certain subdivisions, the time-table should 
specify from what station trains take their date. 

A. R. A. Ruling. Q. On time-table No. 1, 
train No. 88 is due to leave A at 1 a. m. Time- 
table No. 2 becomes effective at 1 a. m., June 
10th, and it shows No. 88 due to leave A at 12:01 
a. m. Train No. 88 on time table No. 2 corre- 
sponds in number, class, day of leaving, direction, 
initial and terminal stations with the same train 
on time-table No. 1. The question is: Is train 
No. 88 authorized to run on the date the new time- 
table takes effect? 

33 



A. While schedule No. 88 corresponds on 
time-table No. 2, in number, class, day of leaving, 
direction, initial and terminal stations with 
schedule 88 on time-table No. 1, the schedule was 
not in effect at the time of change, so that no train 
could be authorized to assume it. Therefore No. 
88 was not authorized to run on the date the new 
time table became effective, and cannot start from 
its initial station until 12:01 a. m. the following 
day. 

CRITICISM.— "A train authorized by the 
preceding time-table" can only mean one which 
was then in the territory controlled by such pre- 
ceding time-table. But the rule is intended to also 
include an overdue train not then in such terri- 
tory. 

"Day of leaving" is confused with heading of 
schedule which shows days on which the schedule 
is effective. 

The second paragraph fixes the date of a 
schedule but fails to conform to the wording, 
"Day of leaving" as referred to in the first sen- 
tence. This results in much misunderstanding. 

The last paragraph in its present form re- 
futes the authority of the first sentence which 
permits a train to assume the new schedule, there- 
by acknowledging that two schedules are to be 
in force on the same day. What it really means is 
that but one schedule of the same number and 
date can be used on the same part of a division. 

Rule 4 is a great improvement upon the 
former rule in some respects, but too much of it is 
left to inference. The rule states that schedules 
take effect at the leaving time at their initial 
station, but when a schedule corresponds in num- 
ber, etc., a train may retain its orders and assume 
such schedule. It will be noted that the rule does 
not state that such schedule shall be in effect. We 
regret that the rule does not state definitely that 

34 



such schedule will take effect the moment the new 
time-table takes effect, for that is exactly what 
the rule is intended to mean. 

We hold, and with reason, that an order to 
assume a schedule does not and should not, make 
such schedule valid unless the rule says that it 
shall be in effect, for the assuming of a schedule 
is one thing and its validity quite another. For 
example : The train dispatcher may issue an order 
for some engine to run as No. 1, but if the schedule 
of No. 1 is more than twelve hours over-due or is 
invalid for any reason the engine cannot assume 
the schedule notwithstanding the fact that it holds 
an order to do so ; for this reason it must be plain 
to anyone that an order to assume a schedule must 
not be construed as an order giving such schedule 
life. In the case under consideration the rule 
declares that schedules shall take effect at their 
leaving time and this makes it necessary that the 
leaving time be after the time-table is in effect. 

In view of the serious nature of the rule and 
its effect on opposing trains, the time when a 
schedule takes effect should be more clearly de- 
fined. Those who constructed this rule should 
have remembered that opposing trains, as well 
as the train directly concerned, must know exact- 
ly what other schedules are good and what are 
not, and with the many requirements named by 
this new rule and with the number of things 
which are left entirely to inference, the rule lays 
a very heavy burden upon trainmen. 

The last paragraph of the rule makes it im- 
possible for more than one schedule of the same 
number and day to be in effect on any division. 
Under this last paragraph how is a train to as- 
sume a corresponding schedule, even though we 
admit that the authority to assume a schedule 
makes it valid, for the old schedule having been 
in effect makes it impossible for the new schedule 

35 



to go into effect on that division on that day, 
unless the last paragraph of this rule is inter- 
preted to mean that only one schedule at a time 
shall be in effect. If this latter interpretation is 
put on the rule then there is nothing in it to pre- 
vent seven or eight schedules from being effective 
at different times during the day over the same 
portion of track. 

Some hold that the new schedule is a con- 
tinuation of the old schedule, and therefore only 
one schedule is considered as having been in effect 
during that day, but such an understanding is too 
vague to be embodied in a rule. The words "as- 
sume" and "corresponding schedule" used in the 
rule are in themselves evidence sufficient to prove 
that the new schedule was not considered a con- 
tinuation of the old. 

The paragraph really means that not more 
than one schedule of the same number and day 
shall be in effect over the same portion of a 
division. That is it is intended to make the new 
schedule good from where the train of the old 
schedule picks up the new schedule. We hope 
this rule will be amended so as to say what it 
means. 

In place of the present Rule 4 we suggest a 
rule as follows : 

4. "Each new time-table, from the moment 
it takes effect, supersedes the old time-table and 
its schedules take effect on any division (or sub- 
division), at the leaving time at their initial sta- 
tions on such division (or sub-division) ; except 
that when a schedule of the new time-table cor- 
responds in number, class, date of leaving, direc- 
tion and initial and terminal stations with a 
schedule which was then in effect by the old time- 
table, it will take effect at once, subject to the 
provisions of Rule 82, and a train due on the 
division (or sub-division) by the old time-table 

36 



will assume the schedule of the same number of 
the new time-table and retain its train orders. 

"Schedules on each division (or sub-division) 
date from their initial stations on such division 
(or sub-division) . 

"But one schedule of the same number and 
date can be used over the same part of a division 
(or sub-division) ." 

With a rule like the above very little is left 
to be inferred and the subject of date is referred 
to as "date" in each case, instead of "day of 
leaving" and "day" and "date" as is done in the 
Code Rule. 

Rule 5. 

128. Q. How many times are shown on time- 
table at any station? 

A. Not more than two. 

129. Q. When one is shown, what is it, if 
not otherwise indicated? 

A. Leaving time. 

130. Q. When two are shown, what are 
they? 

A. The arriving and leaving time. 

131. Q. Where does the time at a station 
apply? 

A. Unless otherwise indicated, the time ap- 
plies to the switch where an inferior train enters 
the siding; where there is no siding it applies to 
the place from which fixed signals are operated; 
where there is neither sidings nor fixed signals, 
it applies to the place where traffic is received 
or discharged. 

132. Q. How are schedule meeting or pass- 
ing stations indicated? 

A. By figures in full faced type. 

133. Q. When both the arriving and leaving 
time of a train are in full faced type what does 
it indicate? 

37 



A. That both are meeting or passing times 
or that one or more trains are to be met or pass it 
between those times. 

134. Q. When a train takes a siding, extend- 
ing between two adjoining stations, to be passed 
by one or more trains, how will the schedule in- 
dicate this? 

A. The time at each end of the siding will 
be shown in full faced type. 

135. Q. Where there are one or more trains 
to meet or pass a train between two times or 
more than one train to meet a train at any station, 
how is attention called to it? 

A. (The Standard Code leaves the sign dis- 
cretionary; this sign will be found in Rule 5 of 
your book of rules.) 

EXPLANATION.— Rule 5 provides that not 
more than two times shall be given for a train 
at any station; where one is given it is, unless 
otherwise indicated, the leaving time; where two 
are shown they are the arriving and leaving time. 
Opposing inferior trains must consider that the 
leaving time applies to the first entrance switch 
to the siding at each station. If there is more than 
one siding, or more than one switch, the time- 
table should be so arranged as to designate the 
particular switch that opposing trains must use 
and the time of a superior train would apply at 
such switch. 

For inferior trains running in the same direc- 
tion where the leaving time only is shown, the 
arriving time must be considered as being the 
leaving time at the preceding station. For ex- 
ample: No. 1, a first class train, is due to leave 
A at 1:10 a. m., B at 1:15 a. m., and C at 1:25 a. 
m. ; an inferior train moving in the same direc- 
tion must clear No. 1 at B at 1:10 a. m., and at C 
at 1:15 a. m. Opposing trains of the same class 
must clear at B at 1 : 15 and at C at 1 :25. Oppos- 

38 



ing trains of inferior class must clear five minutes 
before No. 1 is due at these stations, as before 
stated; so far as opposing trains are concerned 
the time of No. 1 applies at the switch where op- 
posing inferior trains usually take siding. 

Where stations are over ten or twelve miles 
apart this arrangement would cause a great deal 
of unnecessary delay to inferior trains moving in 
the same direction, and to overcome this dummy 
stations may be established between the regular 
stations, where time may be shown on the time- 
table so that the clearance of inferior trains would 
not necessarily be so long. In establishing these 
extra stations all that would be required would 
be a sign board with the name of the station on it, 
and the name shown in the time table. 

In making time-tables the provisions of Rule 
5 should be fully considered, for in case the siding 
at any station is some distance in either direction 
from the station, the time will apply at this siding 
and not at the station, and figures should be ar- 
ranged accordingly. 

In examining trainmen this point should be 
impressed upon them, although it must be under- 
stood that trains which take on passengers or 
freight at a station should not leave such station 
ahead of schedule time. 

Where but one time is shown at a station for 
a train, it is the leaving time, unless otherwise 
provided, and the leaving time does not govern 
or control the arriving time at all, the idea being 
that No. 301 is due to arrive at B as soon as it is 
due out of A. That is to say, when no arriving 
time is shown and an arriving time must be 
figured on, such arriving time must be considered 
as being the leaving time at the preceding station. 

In short, this rule is the authority upon which 
time-table schedules are constructed and it also 
governs the application of the time shown on such 

39 



schedules. Suppose that No. 55, an inferior train, 
leaves A to go to B for No. 2. The siding at B is 
located one-half mile beyond B in the direction of 
C. No. 2 is a local passenger train which stops 
regularly at B. A common error in such cases is 
to suppose that the time shown on the schedule 
of No. 2 at B applies at the station; but such is 
not the case. It applies at the switch one-half 
mile toward C from B. From this it can be seen 
that it is of great importance that this point 
should be thoroughly understood, otherwise No. 2 
might pass the switch before No. 55 arrived and 
collide with No. 55 between B station and the 
siding. 

In some cases the station is located near the 
crossing of some other road and the operator at 
such crossing operates signals, while there are 
no signals at the station which is a half mile or 
more distant. In such a case, if there are no 
sidings at the station, the time applies at the 
crossing and not at the station. This interpre- 
tation is authorized by Rule 5, but because the 
public is not expected to figure upon this point, 
in case of a passenger train, trainmen should be 
careful not to pass the station or the crossing 
before the time shown on the schedule. 

The rules should be so revised as to state that 
where no arriving time is given a first class 
train may arrive at a station five minutes in ad- 
vance of its schedule leaving time, and a second or 
inferior class train may arrive at a station twenty 
minutes ahead of its leaving time. With such an 
arrangement trainmen would not be required to 
guess at the probable arriving time of a train. 

Attention is drawn to the fact that class, 
direction and other authority giving adjuncts to 
the time table schedule depend for effectiveness 
upon the time shown by the schedule. Thus we 
find that all time-table authority depends upon 

40 



schedule time and therefore schedule time fur- 
nishes the limitations for schedule authority. Let 
us suppose that No. 6 is scheduled from A to Z, 
the siding at A and Z being, say, half a mile in ad- 
vance of such stations. The question of the 
authority of No. 6 to hold main track at A and Z 
arises. The answer is found in Rule 5 which limits 
the right of and makes the time of a train apply 
at the entrance switch, therefore No. 6, under the 
rules, has no authority to hold main track at A 
to Z (except under direction of yard master, if 
within yard limits) . 

A. R. A. RULING. 

Question 1. The schedule leaving time of train 
800 at Dover, a terminal station, is 1:10 p.m. 
The schedule arriving time of train 801 at Dover 
is 1:10 p. m. Is Dover a regular meeting or 
passing point for those two trains and is it to be 
indicated on the time-table in full faced type? 
Trains 800 and 801 are first class trains, No. 800 
being the train of superior right. 

2. The schedule leaving time of train 800 
being 1:11 p. m. and the schedule arriving time 
of train 801 being 1:10 p. m., is Dover still to be 
regarded as a regular meeting or passing point 
and full faced type used? If the response to the 
second query be "yes," then what difference in 
the leaving and arriving times will warrant us 
in regarding Dover as no longer the regular meet- 
ing or passing point? 

Answer. In response to the first question, 
the committee's answer is "yes," and to the second 
question, "no." 

Question. Under the Standard Code of Train 
Rules, can a light engine running as first section 
of regular train No. 2 (a mixed train) be given 
an order by the dispatcher to run ahead of time? 

Answer. The Standard Code does not provide 

41 



for the running of a regular train ahead of time. 
In the opinion of the committee, the practice 
should not be permitted. 
Ruling 1905. 

Rule 6. 

136. Q. How are regular stops, flag stops 
and meal stops indicated? 

A. "S" for regular stop, "F" for flag stop and 
a paragraph sign for meal stops. 

137. Q. What do "L" or "A" indicate? 
A. "L" indicates leave; "A" arrive. 

138. Q. What does "S" indicate? 
A. Regular stop. 

139. Q. What does "f" indicate? 

A. Flag stop to receive or discharge passen- 
gers or freight. 

140. Q. What does a paragraph sign indi- 
cate? 

A. Stop for meals. 

EXPLANATION.— This rule governs the use 
of special markings on the time-table which are 
used to indicate certain movements. The char- 
acters are generally used as prefixes to the 
schedule time. 




42 



SIGNAL RULES 



Rule 7. 



141. Q. With what appliances must em- 
ployes, whose duty it is to give signals, be pro- 
vided, and when should they be ready for use? 

A. With proper signal appliances ready for 
immediate use. 

EXPLANATION.— Care should be taken to 
see that signals are in good condition. They must 
not be dirty or faded to such an extent that the 
indication cannot be clearly given. 

Those giving signals must locate themselves 
so as to be plainly seen. Signals must be given 
in the prescribed manner. All trainmen must 
use great care to avoid taking the wrong signal, 
and should not move unless they are sure the 
signal given is for them. 

Trainmen and others must be on the lookout 
for signals and be prepared to act if necessary. 
This is specially true of passenger train employes, 
in case air should give out. 

Rule 8. 

142. Q. What signals are used by day, and 
what signals at night? 

A. Flags of the prescribed color must be 
used by day and lamps of the prescribed color at 
night. 

EXPLANATION. — Promptness and exact- 
ness in the use of signals is of great importance. 
Care should be exercised to keep both day and 
night signals clean and in perfect order. 



Rule 9. 

143. Q. When are night signals to be dis- 
played? 

A. From sunset to sunrise; also when 
weather or other conditions obscure day signals. 

EXPLANATION.— Whenever weather or 
other conditions obscure day signals, night sig- 
nals must be displayed in addition to the regu- 
lar day signals. 

VISIBLE SIGNALS. 



Rule 10. 



150. Q. What does red signify? 

A. Danger; stop. 

151. Q. What does white signify? 

A. Safety; proceed; and for other uses pre- 
scribed by the rules. 

152. Q. What does green signify? 

A. Caution; proceed with caution; and for 
other uses prescribed by the rules. 

153. Q. What does green and white, when 
shown together, signify? 

A. Flag stop for passengers or freight. 

154. Q. What does blue signify? 

A. That cars thus protected must not be 
moved. 

EXPLANATION.— The Standard Code leaves 
the color signal "Proceed" and "Caution" dis- 
cretionary with each road to use the color it may 
perfer. Some use green for "Proceed" and yel- 
low for "Caution." The Train Rules Committee 
of the American Railway Association originally 
recommended white for "Proceed" and green for 
"Caution" as indicated by questions No. 151 and 
No. 152. Some roads use other signals for these 
purposes and this fact must be taken into account 
when passing examinations. 

44 



Rule 11. 

155. Q. When may a red fusee be passed? 

A. Not until burned out. 

156. Q. When a green fusee is used what 
is it? 

A. A caution signal. 

EXPLANATION.— Care should be taken in 
throwing fusees to see that they do not fall near 
wooden structures on account of the danger of 
fire. They should be placed to the right of the 
track in the direction of movement. 

A green fusee is a caution signal and may be 
passed, but the train passing it must proceed 
with caution, expecting to receive a stop signal 
or to overtake another train. 

HAND, FLAG AND LAMP SIGNALS. 



Rule 12. 



157. Q. What is the hand, flag or lamp sig- 
nals for stop? 

A. Swung across the track. 

157. Q. For Proceed? 

A. Raised and lowered vertically. 

158. Q. For Back? 

A. Swung vertically in a circle at half-arm's 
length across the track when train is standing. 

159. Q. For Train Parted? 

A. Swung vertically in a circle at arm's 
length across the track when train is running. 

60. Q. To apply air? 

A. Swung horizontally above the head when 
train is standing. 

161. Q. To release air? 

A. Held at arm's length above head when 
train is standing. 

EXPLANATION.— The above signals are mo- 

45 



tion signals, as the indication depends upon the 
movement which is given the signal. Care 
should be used in giving these signals as the 
speed at which a signal is given indicates how 
it should be obeyed. If given rapidly, move 
rapidly; if given slowly, move slowly. Care 
should be used to give the signals exactly as re- 
quired by rule. 

Rule 13. 

162. Q. When any object is waved violently 
by anyone on or near the track, how should it be 
considered? 

A. A signal to stop. 

EXPLANATION.— Sometimes persons not 
employed by the railway see a condition of danger 
and try to warn an approaching train. It was to 
cover such cases that Rule 13 was framed. 

AUDIBLE SIGNALS. 



Rule 14. 
Engine Whistle Signals. 

163. Q. What is the signal to stop and apply 
brakes? 

A. One short blast of whistle. 

164. Q. What is signal to release brake? 
A. Two long blasts of the whistle. 

165. Q. What is the engineman's signal for 
the flagman to go back and protect the rear of 
train? 

A. One long and three short blasts of 
whistle. 

166. Q. What is the signal to call flagman 
from south and west? 

A. Four long blasts of whistle. 

167. Q. What is the signal to call in flag- 
man from north and east? 

46 



A. Five long blasts. 

168. Q. What is the signal from engine that 
train has parted? 

A. Three long blasts of whistle. 

169. Q. Should this signal be repeated and 
how often? 

A. Yes; until answered. 

170. Q. What signal does the engineman use 
to answer a visible signal that train has parted? 

A. Three long blasts of whistle. 

171. Q What is the signal from trainmen to 
answer a signal from engineman that train has 
parted? 

A. Hand, flag or lamp swung vertically in a 
circle at arm's length across the track. 

172. Q. What signal is used to answer any 
signal not otherwise provided for? 

A. Two short blasts of whistle. 

173. Q. What is the signal to back when 
train is standing? 

A. Three short blasts of whistle. 

174. Q. What is three short blasts of the 
steam whistle used for when train is running? 

A. Answer to conductor's signal to stop at 
the next station. 

174. Q. What is the answer to hand, flag or 
lamp signal to back? 

A. Three short blasts of whistle. 

175. Q. What is the engineman's call for 
signals from switch tenders, watchmen, trainmen 
and others? 

A. Four short blasts of whistle. 

176. Q. What is one long and two short 
blasts of the steam whistle used for? 

A. To call the attention of yard engines, 
extra trains or trains of the same or inferior class 
or inferior right, to signals displayed for a follow- 
ing section. 

47 



177. Q. What is the signal for public cross- 
ings at grade? 

A. Two long and two short blasts of whistle. 

178. Q. What is the signal for approaching 
stations, railroad crossings and junctions at 
grade? 

A. One long blast of whistle. 

179. Q. What is a succession of short blasts 
of the whistle? 

A. An alarm for persons or cattle on track. 

EXPLANATION.— Care should be taken to 
see that signals are correctly given, and infrac- 
tions of these rules should receive prompt atten- 
tion. Special care should be used in giving whistle 
signals in stormy weather. The signals should 
be clear and distinct, and with intensity and dura- 
tion proportionate to the distance the signal is to 
be conveyed. 

Signal 14K refers to trains which are made 
superior by train orders as well as to trains of the 
same or inferior class. Should a train fail to 
answer this signal the train giving it should im- 
mediately stop and not proceed until the signal is 
acknowledged. 

Rule 14C is not intended for ordinary use in 
the operation of trains, but is intended for use 
when the engine crew know of a situation which 
the train crew might not otherwise know. 

The fixed signals are not to be answered by 
the engineman, but all other signals given to 
stop a train whether by hand, lamp, flag, fusees 
or torpedoes, should be answered by two short 
blasts of the steam whistle, unless the rules 
specially provide for some other answer. 

CRITICISM.— Rule 14K of the Standard Code 
is one that, in our opinion, could be dispensed 
with. If it is desirable at all that a whistle sig- 
nal be used on double track in connection with 
signals carried for a following section, such sig- 

48 



nal should be given to trains in the opposite as 
well as to trains moving in the same direction, 
for these opposing trains may have occasion to 
cross over to do work. 

On single track the operation of the rule is 
not uniform, as it provides an auxiliary signal for 
those who ought not to require it and leaves the 
weaker points that are directly affected by sig- 
nals displayed, open. For example: There are 
usually five men on a train to observe signals 
while at junction points; where the operator or 
switchman is required to register trains, there is 
but one man. The rule does not give this one man 
the benefit of the auxiliary signal, if such signal 
can be called a benefit, but it does furnish an 
auxiliary signal for the five men. 

The rule has a tendency to lead trainmen to 
depend on the audible signal instead of the visible 
signal, as it requires less effort on the part of 
trainmen. There is also grave danger that this 
audible signal will become the principal signal 
and, as it is purely a matter of memory with the 
enginemen of the train which is displaying sig- 
nals in each case, it might be very easily over- 
looked by him, and as a matter of fact, it has 
been overlooked a great many times. With the 
visible signal the situation is somewhat changed, 
as there is a permanent feature about it, and the 
only ones required to remember are the trainmen 
who are directly interested in knowing what sig- 
nals are displayed. Another bad feature of the 
rule is that it requires a great amount of 
whistling on a busy railroad, and this whistling 
is very annoying to passengers, especially at 
night. 

A. R. A. RULING. 

We have recently had a bad accident that oc- 
curred through an engineman overlooking his 

49 



meeting orders and inability of the conductor to 
stop the train. * * * Feeling the necessity 
for a rule requiring communication between 
conductors and enginemen of passenger trains, 
I have prescribed the following for use on our 
lines. * * * , and I would bring to the atten- 
tion of the association the necessity of incor- 
porating some such signal in the Code Rules: 
"Conductors of passenger trains, when approach- 
ing meeting points, whether by schedule or train 
order, must in all cases give two long and one 
short blast of the air whistle, as notice to the 
engineman that the train is approaching a meet- 
ing point, and the engineman must promptly 
acknowledge his understanding of the same as 
provided in Rule 14G." 

Answer. Rules supplementary to the Code 
may be formulated by railways upon which the 
conditions of the service are not fully met by 
the Code Rules, when such supplementary rules 
are in accordance with the principles of the Code. 
The committee does not deem it wise to incorpor- 
ate in the Code rules which are of special appli- 
cation to the requirements of particular railways, 
and objectionable for use on other railways, upon 
which it may be advisible to provide for condi- 
tions in a different manner. 

Ruling March 19, 1902. 

Q. If No. 23 a second class train which is 
displaying signals for a following section receives 
a train order to meet No. 4 at B, and no sections of 
No. 23 are mentioned. Is it not as important in 
such a case that whistle signal 14k be given to a 
train of superior class as to a train of the same 
or inferior class? No. 4 is a first class train. 

A. Whistle signal 14k is merely an auxiliary 
requirement, and the identity of trains is not 
dependent thereon; therefore it is non-essential, 
and might be dispensed with altogether without 

so 



jeopardizing safety of operation. In the opinion 
of the committee it would be objectionable to 
extend its application to superior trains, for the 
reason that the great increase in whistling that 
would result therefrom would be seriously an- 
noying to passengers, particularly at night. 

In framing Rule 14k the committee relied 
upon the provisions of Rule 218, which, in the 
case referred to, would require the conductor of 
No. 4 to find out and meet all the sections of No. 
23.— March 8, 1901. 

Q. In connection with the general train and 
interlocking rules, as approved by the board of 
railway commissioners for Canada, July 12th, 
1909, I wish to draw your attention to Rule 20, 
train signals: "All sections, except the last will 
display two green flags, and, in addition, two 
green lights by night, in the places provided for 
that purpose on the front of the engine." 

Also to part of Rule 31, "Use of Signals : 

"Signal 14k must be sounded by a train dis- 
playing green signals for a following section, to 
call attention of extra trains or trains of the 
same or inferior class or inferior right to signals 
displayed, and must hear the answer 14 (o), or 
stop and notify them of green signals displayed." 

We had a case recently where a regular pas- 
senger train was running in two sections, the first 
carrying green signals. An extra freight train, 
which was in a siding at a nontelegraph station 
to clear the regular passenger train, proceeded 
after the first section passed, the crew claiming 
that they did not observe any green signals on 
the passenger train, nor did they hear whistle 
signal 14 (k). The engineer on the passenger 
train claimed that he did give signal 14 (k), and 
that his fireman told him that he noticed steam 
escaping from the whistle of the engine in the 
siding as though they were answering the signal, 

51 



but neither the engineer or the fireman heard the 
whistle. 

We have positive evidence that both signals 
were burning on the regular passenger train 
several stations beyond the point where they met 
the freight. We also have positive proof that 
one of the signals was not burning at a station 
beyond the point where the freight train was on 
the siding. 

It is clear, of course, that the crew on the 
passenger train neglected to either hear this 
answer to their signal 14 (k), or stop and notify 
the crew of the freight that they are carrying sig- 
nals. It was also the duty of the crew in the sid- 
ing to observe closely and see whether signals 
were carried. 

In the event of signals on a section being ob- 
scured or going out, we are depending entirely 
on the engineer to give signal 14 (k) and getting 
the answer, or stopping and notifying the crew 
on the siding that signals are carried, to prevent 
what might be a very serious accident. 

To overcome this apparently weak point, I 
would be glad to have your opinion as to the 
method of carrying signals on all regular trains 
when there is only one section, and when more 
than one section signals to be carried only on the 
last section. By this means, if the signals fail 
or the men fail to give warning, the worst that 
can happen is delay to the train, that might be on 
the siding. 

Answer. The committee considers Standard 
Code train rules Number 20 and 14 amply suf- 
ficient for the safe movement of trains when run 
in sections, and that success with rule 20, as with 
other rules of the Code, depends upon its being 
obeyed. It does not feel warranted in express- 
ing an opinion concerning a practice which has 
not met with the formal sanction of the Ameri- 

52 



can Railway Association, and would further sug- 
gest that the practice which it is proposed to sub- 
stitute for the Standard Rule is not supported by 
sufficient trial or experience to justify the com- 
mittee in recommending its use or adoption. — 
April 18, 1911. 

Rule 15. 

180.Q. What does the explosion of one tor- 
pedo indicate? 

A. Stop. 

181. Q. What does the explosion of two tor- 
pedoes not more than 200 feet apart indicate? 

A. Reduce speed and look out for stop sig- 
nal. 

EXPLANATION.— Torpedoes should not be 
placed near stations or crossings or where peo- 
ple pass them. This for the reason that there is 
grave danger of injury to persons who may be 
close to the track when torpedoes are exploded. 

Torpedoes should never be depended upon to 
stop trains for the reason that they may become 
dislodged either by accident or intentionally by 
some person passing. 



S3 



COMMUNICATING SIGNALS 



Rule 16. 



182. Q. What does two blasts of air whistle 
indicate when train is standing? 

A. Start. 

183. Q. What does two blasts of air whistle 
indicate when train is running. 

A. Stop. 

184. Q. What does three blasts of air whis- 
tle indicate when train is standing? 

A. Back. 

185. Q. What does three blasts of air whis- 
tle indicate when train is running? 

A. Stop at next station. 

186. Q. What does four blasts of air whistle 
indicate when train is standing? 

A. Apply or release brakes. 

187. Q. What does four blasts of air whistle 
indicate when train is running? 

A. Reduce speed. 

188. Q. What does five blasts of air whistle 
indicate when train is standing? 

A. Call in flagman. 

189. Q. What does five blasts of air whistle 
indicate when train is running? 

A. Increase speed. 

EXPLANATION. — The signal to apply 
brakes when testing brakes should be given from 
forward car, and the signal to release brakes 
should be given from the rear car; this will test 
as to whether the signal is working properly. 

Some years since the Association adopted two 
short pulls of the cord as a signal to start the 

54 



train when standing, and retained the same two 
short pulls to stop the train when running. The 
argument was given that one pull given acci- 
dently, as by a trunk being stowed in a baggage 
car, or by an unauthorized person, would cause 
the engineman to start the train and perhaps in- 
jure someone. The fact, also, that one blast may 
result from turning the angle cock after coupling 
the hose had a bearing on the decision. It has 
been contended that these conditions could have 
been met by requiring the one pull to start to be 
confirmed, when practicable, by a hand or lamp 
signal before being acted upon by the engineman, 
who would look back upon hearing the sound. 

CRITICISM.— The objection to having the 
same signal for starting and stopping is the con- 
fusion that may result in the doubtful moment 
when a train is just pulling out. If the proceed 
signal is given before the engineman is ready, he 
may be just opening the throttle when the train- 
man repeates the signal thinking that it has not 
been heard the first time. The engineman then 
may not know whether to stop or to keep on. 
Again, the trainman may be wanting to stop the 
train to avoid dragging someone. The engine- 
man, thinking it a repetition of the proceed signal 
which he has been slow in obeying, may keep 
going and an avoidable personal injury result. 

TRAIN SIGNALS 

190. Q. What signal must be provided on 
the front of a train after sunset? 

A. A head-light. 

191. Q. When should head-lights on engines 
be covered? 

A. When a train turns out to meet another 
and has stopped clear of main track, or is standing 

55 



to meet trains at the end of double track or at 
junctions. 

192. Q. Should head-light be screened be- 
fore train is clear and switches right? 

A. No. 

193. Q. In case there are two trains at a 
station for an opposing train and the second train 
cannot clear account siding too short, will they 
depend for protection on the head-light of the 
leading train not being screened? 

A. Certainly not. A flagman should be sent 
out immediately by the second train to give full 
protection. 

194. Q. Why then should the head-light of 
the leading train be left unscreened? 

A. Because the train cannot properly be con- 
sidered clear of the main track as the main track 
switch remains open for the second train. When 
the switches are properly closed and not before, 
may headlight be screened. 

EXPLANATION.— It is held by some that 
where more trains are at a station to meet an 
opposing train than the siding will hold, that the 
leading engine should screen its head-light so as 
not to blind the engineer of the approaching train. 
But we think that it is doubtful that it would 
interfere with the vision of the engineman on an 
approaching train to any great extent and the 
head-light itself is an indication that the train is 
not clear, so that the approaching train must 
needs be moving with caution prepared to stop at 
the switch. Should leading train cover its head- 
light, the opposing train would approach at a 
much higher rate of speed, and the flagman from 
the following train might be much less effectual, 
than the head-light of leading train in keeping the 
speed of the approaching train at a safe rate. 
It is our opinion that when there are more trains 

56 



at a meeting point than the siding will hold, the 
head-light of the leading engine should not be 
concealed. 

Nothing in this requirement is intended to 
relieve the following train from flagging as re- 
quired by rule. The following train must protect 
itself in every case, never depending upon the 
leading train for protection. All rules remain in 
effect and the open head-light seems to meet the 
situation much more fully than a screened head- 
light on the leading train with the head-light of 
the second train screened by the caboose of the 
leading train. 

A. R. A. Ruling. 

Q. Is it supposed to be understood that yard 
engines will conceal their head-lights when they 
are working on tracks in yards adjacent to the 
main track? I do not find where this question has 
been discussed and will thank you for any inform- 
ation you can give me on the subject. We have 
discussed the question several times at our local 
meetings but are undecided whether head-lights 
of switch engines in yards should be concealed 
or not. 

Answer. Yard engines under the rules are 
not required to conceal the head-lights in yards. 
—Ruling Sept. 24, 1900. 

Rule 18. 

196. Q. What signals must yard engines dis- 
play after sunset? 

A. Head-light at front and rear, or two 
white lights. 

197. Q. Do yard engines display markers? 
A. No. 

197a. Q. Must yard engines display markers 
when running on main track within yard limits? 
A. No. 

57 



EXPLANATION. — A yard engine is an en- 
gine assigned to yard service and WORKING 
WITHIN YARD LIMITS. If a yard engine, so 
called because of being used in a yard, should run 
over the road outside of yard limits, it would be- 
come a train and would be required to display 
markers. Yard engines will not display markers 
when on main line in yard and signalmen must 
use good judgment within yard limits when en- 
gines pass and also yard men must be careful that 
the whole of a "pony dose" passes with the en- 
gine, or make arrangements to notify signalmen. 

Yard engines do not observe all train rules 
when moving on main track within yard limits as 
rule 93 releases them from so doing. 

A yard engine is not considered a train within 
the meaning of the rules. A train which is given 
right over all trains must never consider such 
order as giving it right over yard engines. In 
such cases it must be governed by the regulations 
for such train through yard limits. 

A. R. A. RULING. 

Q. Our suggestion is that Rule 18 should 
read as follows: "Yard engines will display a 
reflecting light to the front and rear by night. 
When not provided with a reflecting light at the 
rear, two white lights must be displayed. Yard 
engines will not display markers." We think this 
suggestion is better than to say, 'Display a head- 
light to the rear." At least this is the way we 
propose to publish it in our new Book of Rules. 

Answer. The term "head-light" as used in 
rule 18 is simply employed in its technical sense, 
and is intended to describe a pattern of lamp, and 

58 



not the special direction in which the light may be 
displayed. 

Rule 19. 

198. Q. What are markers? 

A. Green flags by day, and by night a green 
light to side and front, and red light to rear. 

199. Q. Where are markers displayed? 
A. At rear of train. 

200. Q. What do markers indicate? 
A. The rear end of a train. 

201. Q. If, while at a meeting or passing 
point, a train meets or passes you without display- 
ing markers, what would you do? 

A. This would indicate that the train had 
parted. I would signal passing train and remain 
clear until rear portion passed. 

202. Q. When a train is clear of main track 
what change must be made in the markers? 

A. Green lights must be displayed to the 
front, side and rear. 

203. Q. When must the signal be again dis- 
played? 

A. When the train is about to return to the 
main track. 

203a. Q. If a train passed with caboose, but 
no markers displayed, what action should be 
taken? 

A. Such a condition would indicate that 
more than one caboose was on the train and that 
the one displaying markers had broken off the 
train. The passing train should be stopped, or if 
not, then the dispatcher should be notified. 

EXPLANATION. — The rules require every 
train to display markers for the purpose of in- 
dicating the rear end of the train, not alone for 
the protecting of trains which are met but for 
following trains as well. A complete train must 
have markers in every case, otherwise trains 

59 



meeting such train must remain for the markers 
to arrive. When a train is clear of the main track 
it must display green lights to the front, side and 
rear end as markers, so that a train moving in the 
same direction, approaching, will not be stopped 
by the red signal. 

In short markers are used to indicate the rear 
end of a train, so that opposing train can know 
that they have met the complete train, also to 
enable following train to locate the train ahead. 

A. R. A. RULING. 

Under the rules providing that signals shall 
be displayed one on each side of the rear of every 
train as markers to indicate the rear of the train, 
is it proper or not to display markers on both the 
caboose and the helper of trains to which helpers 
are attached to the rear? 

Answer. — To answer the question specifically 
depends upon what the helper is. If the helper 
is running as an extra train, then both the train 
which it is assisting as well as the helper must 
display markers and also class signals. If, how- 
ever, the helper is without train orders and 
couples in as a part of the train which it is help- 
ing, then the markers must be displayed upon the 
helper and not upon the caboose of the train which 
it is assisting. Markers displayed upon the helper 
and upon the caboose would indicate that there 
were two independent trains closed up. — Ruling 
1908. 

Rule 20. 

204. Q. When trains are run in sections, 
what signals must all sections except the last 
display on the front of the engine? 

A. Two green flags and in addition two 
green lights by night. 

60 



205a. Q. How many sections may be run on 
a schedule? 

A. Any number desired. 

EXPLANATION.— A section has no authorty 
to use the track ahead of the signals which are 
displayed on a leading- section for it. Any num- 
ber of trains can be run on the same schedule 
by displaying signals as required, and each section 
has the full time-table authority of that schedule. 

CRITICISM.— In our opinion Rule 20 should 
be so worded as to arrange for the last section 
of a train to carry a distinctive signal, for the 
reason that accidents have occured on account 
of the last section being taken for another train. 
For example: No. 2 is due to leave terminal at 
1:00 a. m. and No. 4 at 2:00 a. m. ; No. 1 was 
given orders to meet second No. 2 at C; it had 
no orders on the first section and went to D (a 
blind siding) and got clear for first No. 2, expect- 
ing first No. 2 to be on time and that it would have 
ample time to make C for No. 4. After No. 1 had 
waited for some time a train passed displaying 
signals; this was taken for No. 2; shortly after 
this another train passed without signals, and as 
No. 4 was then due it was taken for No. 4, and as 
No. 1 held orders against second No. 2 it pro- 
ceeded, meeting first No. 2 between stations. In- 
vestigation developed the fact that there were two 
sections on No. 4 and it was 1st and 2nd No. 4 that 
No. 1 met at D. First No. 2 had become disabled 
at C and first and second No. 4 had passed it there. 
Had the rule required the last section to display a 
distinctive signal there would have been no chance 
for accident. We recommend that the last section 
of a train carry a signal half blue and half white, 
the upper part to be blue and the lower part to be 
white. Where identification cards are exchanged 
this precaution is unnecesary. It has been sug- 
gested that regular trains carry a schedule ful- 

61 



filled signal. We do not think this plan would be 
of much value unless there was a distinctive signal 
used on a last section. For example : White could 
be used as a schedule fulfilled signal where only 
one train is run on a scehdule, and for the last 
section run on schedule a combination blue and 
white could be used, this to avoid complications 
as above. 

In case a schedule fulfilled signal is adopted 
extra trains would not need to display any signal. 
The first section of a regular train should display 
green signals as at present. Those who favor a 
schedule fulfilled signal, argue that it would be a 
positive indication that all trains of a certain 
schedule have gone, instead of the negative in- 
formation conveyed by the absence of a signal. 
We are inclined to the opinion that if a signal 
could be observed, that the absence of such signal 
would be as readily detected. 

The object of a distinctive signal carried by 
the last section of a schedule train as we have 
suggested, is identification, and there is real need 
for it on roads that do not use identification cards. 

RULE 21. 

205. Q. What do two white flags by day, 
and in addition two white lights by night, carried 
on the front of an engine, indicate? 

A. An extra train. 

206. Q. When must the white signal of an 
extra be removed. 

A. When it has reached the end of its run 
and is clear of the main track. 

EXPLANATION.— All extra trains must dis- 
play the white signals as indicated. These signals 
are to be placed in the same location on the engine 
as the green signals, which are used for a follow- 
ing section. 

An extra train must head in on the siding 

62 



when it reaches the end of its run, as its authority 
to the main track expires at the entrance switch 
to the siding at its destination. 

RULE 22. 

207. Q. When two or more engines are 
coupled together and carrying signals, should each 
engine display the signals? 

A. No ; only the leading engine. 

208. Q. When two or more engines are 
coupled together and running backward as a sec- 
tion of a train carrying signals for a following 
section, which engine will display markers and 
which engine classification signals? 

A. The leading engine must display classi- 
fication signals in the place provided for them, 
near the headlight; the rear engine will display 
markers in the place provided for them, on the 
pilot. 

EXPLANATION.— When two or more en- 
gines are coupled together the leading engineman 
should sound the signals and operate the air. 
The leading engine, in case of an extra, gives its 
number to the extra, and orders addressed to 
this train should be addressed to the leading en- 
gine, because the train is identified by this en- 
gine. Each engineman must, however, have 
copies of all clearances and train orders. 

Should the leading engine be detached so that 
its connection with the train might not be un- 
derstood, proper precaution must be taken to pre- 
vent any misunderstanding by opposing trains. 
Whenever the leading engine is discontinued the 
signals must be transferred to the remaining 
engine immediately. 

A. R. A. RULING. 

Question. Referring to rule in the Standard 
Code which provides that when two or more en- 

63 



gines are coupled, the leading engine only shall 
display the signals, except on grades where help- 
ing engine becomes the leading engine, where 
signals will also be displayed on the helping 
engine. This raises the question if the leading 
engine displays signals and does not display a rear 
end, would it not come under the head of a parted 
train, as the second engine would display signals 
and also rear end? On the other hand, if the 
helping engine displays signals and a rear end, 
we have two sections on the one schedule, while 
the time orders, etc., would perhaps indicate a 
first and second section as the case may be; or, 
further, there might be three sections on the train, 
which would lead to a misunderstanding on the 
part of the trainmen, they figuring that the help- 
ing engine was one section, the train which it was 
helping the second, etc. 

Answer. The Committee on Train Rules does 
not attempt to answer questions based upon a 
modification or departure from the Standard Code 
rules. The question is apparently occasioned by 
some modification of Rules 21 and 22, and the 
Committee on Train Rules suggests a strict ad- 
herence to the Standard Code forms, which are 
fully ample and sufficient to cover such a situa- 
tion as presented by this question, with its corre- 
sponding difficulties. 

Rule 23. 

209. Q. If an extra train passes with only 
one white flag displayed, how will it be regarded? 

A. The same as if two were displayed. 

210. Q. If a section passes with only one 
green signal on engine, how will it be regarded? 

A. The same as if two were displayed. 

211. Q. Is the proper display of signals re- 
quired? 

A. Yes. 

64 



EXPLANATION. — Train signals include clas- 
sification signals, markers and indicators. All 
signals should be removed as soon as the purpose 
for which they were displayed is accomplished. 

It sometimes happens that one flag, which is 
being displayed, will lose off the engine; or one 
light may go out, and in either case it is desired 
that the regular indication will be understood by 
other trains — classification signals are duplicated 
so they can be easily seen from either side of the 
train. 

Rule 24. 

212. Q. When cars are being pushed by en- 
gine at night, what must be displayed on the front 
of the leading car? 

A. A white light. 

213. Q. Any exception to this? 

A. Yes; when shifting or making up trains 
in yards it need not be done. 

EXPLANATION.— When pushing cars at 
night a white light must be displayed on the lead- 
ing car and a flagman should be in position to sig- 
nal the engineer in case of need. 

Rule 25. 

214. Q. Must each car on a passenger train 
be in communication with the engine? 

A. Yes. 

215. Q. What appliance is used for this pur- 
pose? 

A. Air whistle signal, or gong or cord. 

EXPLANATION. — A communicating signal 
is required between each coach and the engine 
in a passenger train so that in case of need the 
engineer can be communicated with. This com- 
munication need only be such signals as are neces- 
sary from time to time for the proper and safe 
handling of the train. 

65 



Rule 26. 

216. Q. What does a blue signal displayed 
at one or both ends of a car, engine or train indi- 
cate? 

A. That workmen are under or about the 
car. 

217. Q. May cars be placed in front of such 
train, engine or car in such a position as to ob- 
struct the view of the signal? 

A. Yes, but the workmen must first be no- 
tified. 

218. Q. When a blue signal has been placed, 
who may remove it? 

A. Only the workman who placed it. 

EXPLANATION.— When a car, engine or 
train is protected by a blue signal, such car, 
engine or train must not under any circumstances 
be moved or coupled to. If it becomes necessary 
to move a car, engine or train thus protected, the 
workman placing the signal must first be notified 
and remove the signal before it can be done. This 
is necessary so that the workman may arrange 
for protection. 

A. R. A. RULING. 

Question. A question has been asked in re- 
gard to Rule 38 (present Rule 26), as to whether 
or not it is intended to cover the case where a 
fireman or some one else is underneath an engine, 
cleaning out the ashpan, etc. 

Answer. The committee would state that the 
rule is only intended to protect car inspectors at 
work under or about the car or train, and, while 
admitting the force of the suggestion to protect 
the fireman or other persons under the engine 
cleaning out the ashpan, etc., the committee folds 
so many other cases where it is dangerous to move 
the car or train that it will be impossible to modify 
the rule to cover all the cases, and thinks it is a 

66 



proper matter for each superintendent to formu- 
late special rules to cover the particular exigencies 
on his division. 

Question. Referring to Rule 26, which reads 
as follows: "A blue flag by day and a blue light 
by night, displayed at one or both ends of an 
engine, car or train, indicates that workmen are 
under or about it; when thus protected it must 
not be coupled to or moved. Workmen will display 
the blue signals and the same workmen are alone 
authorized to remove them. Other cars must not 
be placed on the same track so as to intercept the 
view of the green signals, without first notifying 
the workmen." 

I would be glad if you will submit to the com- 
mittee on transportation the following for their 
consideration in lieu thereof: 

26. "A blue flag by day and a blue light by 
night, displayed at one or both ends of an engine, 
car or train, indicates that workmen are under or 
about it; when thus protected it must not be 
coupled to or moved. All workmen and other em- 
ployees must protect themselves while at work by 
displaying the blue signal, and the same workmen 
are alone authorized to remove signals. Other 
cars must not be placed on the same track so as to 
intercept the view of the blue signals, without 
first notifying the workmen." 

We have had considerable trouble with the 
present form of rule, and it has been suggested by 
our counsel that Rule 26 be changed substantially 
as recommended above, for our protection. 

Answer; In framing Rule 26, the committee 
thought it impracticable to require the display of 
blue signals by other than workmen. The commit- 
tee feels that the object to be attained by the blue 
signal is now complete in rule 26. 

67 



Rule 27. 

245. Q. How should a signal improperly dis- 
played be regarded? 

A. As a stop signal. 

246. Q. How should the absence of a signal, 
where one is usually shown, be regarded? 

A. As a stop signal. 

247. Q. What action must be taken in such 
cases? 

A. The fact must be reported to the super- 
intendent. 

EXPLANATION.— An imperfect signal or 
the absence of a signal where one is usually shown 
must be regarded as a stop signal in order to se- 
cure safe operation of trains, for the reason that 
signals sometimes get out of adjustment or be- 
come broken so that their indication would be im- 
perfect. Also at night a lens might become broken 
or a light go out, causing either an imperfect dis- 
play or none at all. In either case the signal must 
be regarded as giving a stop signal to insure safe 
operation of trains. 

Rule 27 refers to all fixed signals, which in- 
cludes switch lights. 

Rule 28. 

251. Q. What is green and white used for? 
A. To stop a train at a flag station. 

252. Q. May green and white be used to 
stop a train at a point that is not a flag stop for 
that train? 

A. No ; a red signal must be used. 

EXPLANATION.— When a green and white 
signal is displayed to stop a train it should be 
acknowledged by two short blasts of the whistle. 

Flag station stops are indicated on the 
schedule of a train by the letter "f" as a prefix 
to the time at the station where it is desired that 

68 



the train stop on flag. If it is desired that the 
train stop at that station for any other purpose 
a red signal, or the regular train order signal, 
must be used. 

RULING. — Rule 28 was questioned as to the 
advisability of adopting it for local freight trains 
and also in regard to giving the signal required 
at flag stations to passenger trains which are 
scheduled to stop on flag. The point being that at 
stations where no night man was kept the pas- 
sengers could not be expected to know the use of 
the signals if left there, and besides, to leave such 
signals would tempt small boys and tramps, etc. 

Answer. The committee decided that special 
arrangements should be made to cover such de- 
tailed cases as those in point. — April 18, 1890. 

Rule 29. 

253. Q. When a signal (except a fixed sig- 
nal) is given to a train to stop, how must it be 
acknowledged? 

A. By two short blasts of the whistle, ex- 
cept that when signal 16d is given to stop at next 
station, it must be answered by three short blasts 
of the whistle. 

EXPLANATION.— A signal given to a train 
to stop must be answered by two short blasts of 
the whistle, except that when a signal is given 
to stop at the next station it will be answered 
by three short blasts of the whistle. Two short 
blasts were formerly given in answer to a "stop 
at next station" signal, but owing to the fact 
that a flagman might be trying to stop the train 
at the time the signal was given the answer might 
be confused and the flagman take the two blasts 
as an answer to his signal, which might therefore 
result in accident. Fixed signals are not answered. 

69 



Rules 30 and 31. 

254. Q. When is the engine bell required to 
be rung? 

A. When the engine is about to move and 
approaching every public road crossing at grade. 

255. Q. When must whistle be sounded? 

A. At all whistling posts. 

EXPLANATION.— An exception must be 
made to the above where the use of the whistle 
is prohibited by law. 

Rule 32. 

256. Q. Is the unnecessary use of the 
whistle and bell prohibited? 

EXPLANATION.— The bell and whistle must 
only be used as directed by rule and not then if 
prohibited by law, except to prevent accident. 

Rule 33. 

257. Q. When will watchman at public road 
and street crossing use red signals? 

A. Only to stop trains. 

Rule 71. 

300. Q. How is one train superior to an- 
other? 

A. By right, class or direction. 

301. Q. How is right conferred? 
A. By train order. 

302. Q. How is class and direction con- 
ferred? 

A. By time-table. 

303. Q. Which is superior, right, class or 
direction? 

A. Right is superior to class or direction and 
direction is superior as between trains of the same 
class. 

EXPLANAION. — When a train is superior 

70 



by "right" it is because it holds orders which make 
it superior, but when it is superior by class or 
direction it is superior because it is moving on a 
schedule, which gives it such superiority. The 
word "right" means train order. The superior 
direction is determined by a footnote on the time- 
table, which states in which direction trains are 
superior. 

Rule 72. 

304. Q. State the relative superiority of 
trains of each class. 

A. Trains of the first class are superior to 
trains of the second class, and all successive 
classes; trains of the second class are superior 
to third class, and all successive classes, and so 
on, and trains in the direction specified in the 
time-table are superior to the trains of the same 
class in the opposite direction. 

305. Q. In which direction on this division 
are trains superior to trains of the same class in 
the opposite direction? 

A 

EXPLANATION.— When Rule 72 was adopt- 
ed it was suggested that it would make a great 
many additional train orders, and it was also 
thought that the rule would delay trains some- 
what more than the 30 minute rule which was 
formerly in effect. With this in mind the A. R. A. 
committee added a note to the rule as follows: 
"Note. — It being represented to the committee 
that some of the roads represented in the conven- 
tion will be unable, on account of limited telegraph 
facilities, and other local causes, to carry out this 
rule in its literal meaning and full scope, it is sug- 
gested by the committee that such roads may issue 
regulations to arrange this matter in some other 
way. The committee believes, however, that a 
test of the rule and its literal enforcement will re- 

71 



suit to the entire satisfaction of those using it." 
In 1890 the committee made reply to a critic of 
the rule to the effect that, "In regard to the criti- 
cism of Rule 72, the committee refer to the note 
on same (Note given above) with the further in- 
formation that the experience of a large number 
of roads that have recently adopted Rule 72, as 
formulated, has demonstrated the fact that the 
operation of trains has been facilitated and the 
delays have been much less than under the 30 
minute rule referred to." 

The different classes are designated as 1st, 
2nd, 3rd and 4th class. Usually the 1st class is for 
through passenger trains and the 2nd class for 
local passenger trains, the 3rd class for through 
freight and the 4th class for local freight trains. 

Rule 73. 

306. Q. Are extra trains inferior to regular 
trains.? 

A. Yes. 

EXPLANATION.— There is no superiority 
between extra trains except that the extra train 
moving in the direction on which the time-table 
confers superiority will hold the main track at a 
meeting point with an opposing extra. 



72 



MOVEMENT OF TRAINS 



NOTE. — Schedule trains should register on 
the page which corresponds with the date the 
train is due to arrive or leave such station, no 
matter how late it may be. Extra trains register 
on the page corresponding with the date they 
actually arrive. 

Rule 82. 

400. Q. When do regular trains lose both 
right and class? 

A. When they become twelve (12) hours 
late. 

401. Q. No. 10 is due to arrive at C at 10:30 
a. m., and leave at 11:30 a. mi.; when has it lost 
both right and class? 

A. If it fails to arrive at C before 10:30 p. 
m., or to leave C before 11 :30 p. m. 

402. Q. May No. 10 flag into C at 10:40 p. 
m. and leave as No. 10 if it can get out before 
11:30 p. m.? 

A. No. 

403. Q. Could it leave as No. 10 before 
11:30 p. m. if dispatcher authorizes it by train 
order? 

A. Yes. 

404. Q. If an opposing train held an order 
to meet No. 10 at a station and No. 10 became 
twelve hours late at such station, may the op- 
posing train proceed against No. 10? 

A. Yes. 

EXPLANATION.— When trains are running 
in sections any section which becomes twelve 

73 



hours late on the schedule loses both right and 
class, no allowance being made for sections keep- 
ing five minutes apart. A train holding an order 
to run late loses both right and class when it is 
twelve hours behind its schedule time. The run 
late order does not lengthen the life of the train 
at all. Rule 82 refers to the schedule time as 
shown upon the time-table in every case. 

Formerly schedules were good until used or 
annulled, and in case of accident it was not un- 
usual for a train to be two or tnree days late. 
This sort of thing made it exceedingly difficult to 
check a register and be sure that all trains had 
arrived, because it was necessary to go back two 
and three days. The adoption, of the twelve hour 
limit has made the checking of a register a com- 
paratively simple operation. 

A.R. A. RULING. 

Question. Under Rule 82. A train scheduled 
to arrive at B at, say, 10:00 a. m., leave B at 
10:30 a. m., and to arrive at C at 11:00 a. m., fails 
to reach B before 10:00 p. m., and flags itself to B. 
Has it a right under the rules to proceed to C, 
provided it can leave B before 10:30 p. m. and 
arrive at C at or before 11:00 p. m.? 

Answer. No; unless authorized by train 
order.— Ruling Sept. 24, 1900. 

Question. Will you please advise me if a 
train arriving at a point where, say, one hour 
dead time is shown, 11 hours and 55 minutes late 
on its schedule arriving time, can leave any time 
within twelve hours of its leaving time? 

Answer. Yes. A train arriving at a station 
less than twelve hours late on its schedule ar- 
riving time, does not lose its right. It has ful- 
filled that part of its schedule; after which, the 
leaving time only at that station need be taken 
into consideration, and if such train can depart 

74 



within any time less than twelve hours late on 
its leaving time, it has, under Rule 82, the right 
to proceed. Should a train at any point fail to 
make its schedule within the twelve hour limit, 
it cannot thereafter resume its schedule without 
train order, even though it overtakes it. 

Question. Under Rule 82 and 91. Does the 
second section of a train running from A to D, 
the schedule showing arriving time at D at, say, 
11:30 a. m., lose rights at D at 11:30 or 11:35 
p. m.? 

Answer. At 11 :30 p. m. 

Rule 83. 

405. Q. What must be ascertained before 
leaving a junction, terminal or other starting 
point, or before passing from double to single 
track? 

A. That all trains due, which are superior or 
of the same class, have arrived or left. 

EXPLANATION.— Unless otherwise speci- 
fied, it is the duty of the conductor to examine the 
register or otherwise ascertain that all overdue 
trains of the same or superior class have arrived 
or left, and he must impart this information to 
the engineman. 

Rule 83 refers to trains of the same class even 
though such trains are moving in the inferior 
direction, this for the reason that the train of 
superior direction must approach all sidings pre- 
pared to stop until such train is met, as per Rule 
90. 

On roads which have train registers this in- 
formation is obtained from the register. Where 
there is no register, their information is generally 
obtained from the train dispatcher. 

Bulletin boards are usually provided at desig- 
nated stations, and all train and yard conduc- 
tors and enginemen must consult such boards be- 

75 



bore starting out on a trip, or beginning the day's 
work. 

Rule 84. 

406. Q. May a train start without a proper 
signal? 

A. No. 

EXPLANATION. — Suppose an engine broke 
down on the road, and another engine, which was 
headed wrong, was put on the train. After the 
engine is on the train the proper signal to give 
is the "proceed' signal, as the train is to proceed 
on its schedule. The signal in this case being 
given for the movement of the train as a whole, 
not for the movement of the engine as is the case 
when an engine is doing switching. Should the 
engine of No. 93 cut off to do switching, then the 
signal must be given to the engine with respect 
to the way the engine is headed, but when the 
engine is attached to train 93 it becomes a part 
of that train and the regular proceed signal indi- 
cates a forward movement of the train as a whole. 

Likewise all fixed signals, switchmen and sig- 
nalmen will give signals to a train with engine 
headed wrong the same as if the engine was 
headed right. This is absolutely necessary to a 
uniform practice. Otherwise the back-up signal 
of the train crew would have to be interpreted 
the same as the proceed signal given by switch- 
men, signalmen and fixed signals along the line. 

Rule 84 refers to a signal from the proper 
person as well as one given in the proper man- 
ner. At some initial stations the station master 
or yard master has the authority to start trains, 
but at other points the conductor is the proper 
man to give the proceed signal. 

Rule 85. 

407. Q. May a train proceed ahead of a train 
of the same class in the same direction? 



A. Yes. 

408. Q. May an extra train pass another 
extra or a train of one class pass a train of the 
same class? 

A. Yes. 

408a. Q. No. 3 and No. 1 are trains of the 
same class and No. 3 is scheduled to pass No. 1 
at C. In case No. 1 or No. 3 is late will it effect 
this passing point? 

A. No. No. 1 will proceed to C and there 
wait for No. 3 to pass. 

408b. Q. In case it is desired that No. 1 
should go farther ahead of No. 3 what form of 
order should be used? 

A. An order should be given reading: "No. 
3 pass No. 1 at " (Form B. example 1). 

EXPLANATION.— When a train of one 
schedule becomes late and is on the time of a train 
of another schedule of the same class in the same 
direction it may proceed without train orders 
ahead of the other train on whose time it has 
fallen back on. One train may pass another of 
the same class and different schedule without 
orders. Extras may pass and run ahead of other 
extras without orders. 

In regard to passing stations for trains of the 
same class, it is the author's opinion that a time 
order is not a proper order to advance a train 
of the same class running in the same direction 
beyond a time-table passing point, for the reason 
that the train to be passed is proceeding to a 
fixed passing point and is not required to clear 
the time of the following train. Both trains may 
be an hour late, it matters not, they proceed to the 
passing point. 

The note under Form E says the order makes 
the time of the train named as much later as 
stated in the order, and trains receiving it are re- 
quired to run with respect to this later time as be- 

77 



fore required to run with respect to the regular 
schedule time. We do not see as this gives a train 
any right to disregard this fixed passing point, 
since the train to be passed is not respecting the 
time of the other train, but simply obeying their 
own schedule indication. When desired to advance 
the train the order should read : "No. 3 pass No. 
1 at D," or at whatever point is desired. 

Rule 86. 

409. Q. How must an inferior train clear 
the time of a superior train in the same direction? 

A. Not less than five minutes. 

410. Q. How must an inferior train clear a 
first-class train in the same direction? 

A. It must be clear at the time a first-class 
train is due to leave the next station in the rear, 
where time is shown. 

EXPLANATION.— An inferior train must 
clear the time of a superior train in the same 
direction, not less than five minutes but it must 
be clear of a first-class train in the same direction 
at the time the first-class train is due to leave the 
next station in the rear where time is shown. 

Rule 87. 

411. Q. What is required of an inferior 
train with respect to opposing superior trains? 

A. It must keep out of the way. 

412. Q. How must a train failing to clear 
the main track as required by rule be protected? 

A. By flag as per Rule 99. 

413. Q. How much must extras clear the 
time of regular trains? 

A. — minutes. 

414. Q. How will extras be governed with 
respect to opposing extras? 

A. By train orders. 

78 



EXPLANATION.— An inferior train must 
clear the time of a superior train as required by 
rule, and if for any reason it is unable to do so it 
must be protected as per rule 99. The above is 
the cardinal point in the safety of train movement 
and must be obeyed in all cases. 

Rule 88. 

415. Q. At meeting points between trains of 
the same class when must the inferior train clear 
the main track? 

A. Before the leaving time of the superior 
train. 

415a. Q. Which end of the siding should a 
train enter? 

A. It should enter the end of the siding 
which will permit it to head in. 

416. Q. If necessary to back in to clear the 
main track what must be done? 

A. Flagman must be sent out as per rule 99, 
unless otherwise provided for. 

417. Q. At meeting points between extra 
trains which extra takes the siding? 

A. The extra in the inferior time-table direc- 
tion. 

EXPLANATION.— It was the sense of the 
convention, when rule 88 was adopted, that at a 
meeting point should the inferior train have to 
back in for any reason it must first stop the 
superior train before passing the switch where 
the inferior train enters. Should the back-in pro- 
vision be covered by train order or special instruc- 
tion it would not be necessary to stop the superior 
train before backing in, but the flagman should 
be sent out as per rule 99 before the inferior train 
passes the switch. 

A train should not lay on the siding for an- 
other train an unreasonable length of time, but 
should get in communication with the telegraph 

79 



office to see if there is a possibility of getting" 
farther. 

A train holding main track at the meeting or 
passing point should adjust the switch for the 
other train. 

In case an order is given for No. 2 to meet 
extra 101 west at C. Suppose that C is a spur 
track with switch in the direction form which 
No. 2 was approaching. In such a case it is the 
duty of the extra to send a flagman out in the 
direction of No. 2 a sufficient distance to secure 
protection before passing the switch to back in. 
The fact that it is necessary for the extra to back 
in at that point in order to meet No. 2 is not 
sufficient authority to permit the extra to pass 
the switch without first sending out a flagman 
as per rule 99, because the rights of both trains 
under a Form A order extend only to the switch 
where the inferior train enters the siding, there- 
fore when it is necessary for the inferior train 
to go beyond that point to back in the movement 
must be fully protected. 

RULING. — Question. May an inferior train 
pass the switch to back in without first flagging 
the superior train? 

Answer. The reply of the committee was in 
the negative. — 1893. 

Rule 89. 

418. Q. At meeting points between trains of 
different classes when must the inferior train 
clear? 

A. The inferior train must take siding and 
clear the time of the superior train at least five 
minutes. 

419. Q. If necessary for the inferior train 
to back in what must be done? 

A. Flagman must be sent out as per rule 99. 

80 



420. Q. How much must an inferior train 
clear the time of a superior train? 

A. Five minutes. 

EXPLANATION.— The same explanation as 
given for rule 88 applies to rule 89. In making 
time-tables the schedule time should allow for a 
clearance of five minutes for inferior trains. That 
is, if a superior train is due at a meeting station 
at 2 p. m., the inferior train should be scheduled 
to arrive at 1 : 55 p. m. 

The condition of trains with respect to a 
clearance under the rules is this: Trains of the 
same class are only required to clear the time of 
the train of superior direction. Trains of inferior 
class are required to clear the time of a train of 
the superior class in the opposite direction five 
minutes. The reason for this arrangement is 
that it is impracticable to require a superior class 
train, say, for example, a passenger train, to keep 
in touch with the probable meeting points with all 
inferior class trains, therefore inferior class. 
trains are required to clear the main track five 
minutes before the leaving time of the superior 
class train. This five minutes gives the inferior 
class train time enough to get a flagman out as re- 
quired by the rules in case it has trouble in get- 
ting clear and finds itself in a position where it 
will fail to clear the superior train the required 
number of minutes. This flagman is to protect 
the superior train, which, under the rules, is not 
required to know that the inferior train is liable 
to be at that point. That is. between trains of 
different classes the burden of protection rests 
with the inferior train, whereas when trains are 
of the same class the superior train takes a share 
of the responsibility. The requirement that a 
train must clear the main track five minutes be- 
fore the superior train is due is not necessary 
in the case of trains of the same class because 

81 



in such cases the rules require that the superior 
train must stop at schedule meeting stations, if 
the train to be met is of the same class, unless 
the switch is right and the track is clear, and 
when the expected train of the same class is not 
found at the schedule meeting station, the 
superior train must approach all sidings prepared 
to stop, until the expected train is met. Under 
such circumstances trains must stop clear of the 
switch used by the train to be met in going on 
the siding. 

Under the rules, if both trains are of the 
same class, both trains are required to protect 
at the meeting point; the inferior train with a 
flagman if it fails to clear as required and the 
superior train by approaching under control pre- 
pared to stop if the switch is not right and the 
main track clear. But if the trains are of dif- 
ferent classes, then the burden of protection rests 
with the inferior class train; the superior class 
train approaching at full speed until it is warned 
by the flagman; the idea being that the five 
minutes clearance will be sufficient to permit the 
flagman to protect the inferior train if it becomes 
necessary. 

A. R. A. RULING. 

Rules 92 and 89. 

Question. Will you kindly enlighten us as to 
the proper interpretation of Rules 89 and 92. 

Answer. The answer is to be found in Rule 
5 of the Standard Code of train rules, reading as 
follows: Rule 5. Not more than two times are 
given for a train at any station; where one is 
given it is, unless otherwise indicated, the leaving 
time ; where two, they are the arriving and leaving 
time.— Ruling 1908. 

82 



Rule 90. 

421. Q. When are trains of the same class 
required to stop at schedule meeting or passing 
stations? 

A. Unless they can plainly see that the 
switches are right and track clear. 

422. Q. At what point should the train be 
stopped? 

A. Clear of the switch that the train to be 
met or passed uses in going on the siding. 

423. Q. In case the train that should be met 
or passed is not at the schedule meeting or pass- 
ing point, how should a train having the right of 
track be governed? 

A. Proceed, and approach all sidings pre- 
pared to stop, until the expected train is met or 
passed. 

EXPLANATION.— See explanation to Rule 
89 as it also applies to Rule 90. The requirement 
that trains must stop at schedule meeting sta- 
tions if the train to be met is not clear is neces- 
sary because of the fact that no provision is made 
in the Standard Code for a variation of watches, 
and also because no clearance time is allowed. 

A. R. R. DECISION. 

Will you please submit to the Committee on 
Train Rules the advisibility of changing Rule 90 
so as to strike out of the rule the words "of the 
same class." I enclose you S. F. & W. Rule 227, 
which requires that no train must pass a meeting 
point at a greater rate of speed than eight miles 
per hour. 

What occurs to me is that all the rules with 
respect to the different class trains meeting were 
intended to bear upon the point of having the 
switches in proper position, and in event they 

83 



were not in proper position the moving train would 
be under control. 

If there is no modification of the rule by 
erasing the words "of the same class," then it 
occurs to me that passenger trains can run by 
inferior class trains at as high rate of speed as 
they choose, disregarding Standard Rule 87. 
There are instances where Standard Rule 87 can- 
not be carried out under certain conditions, such 
as short side tracks, etc. 

Answer. The judgment of the committee 
was that the rule, as approved by the convention, 
is correct and according to the best practice. The 
committee believes that as few restrictions and 
exceptions as possible should be interposed in the 
way of permitting trains to make time, as, for 
example, that trains delayed at stations should 
protect themselves, rather than continue the old 
practice of compelling all trains to feel their way 
into stations, expecting to find trains occupying 
the main track without proper protection. 

The precaution required by Rule 90 is thought 
to be necessary only for cases in which there is no 
time clearance required. — Oct., 1889. 

Rule 91. 

424.Q. Unless some form of block signal is 
used how far apart must trains in the same di- 
rection keep? 

A. At least five minutes except in closing up 
at stations. 

EXPLANATION.— By closing up at stations 
is meant that in case two or more trains are 
going to a station to meet an opposing train, the 
five minute rule need not be observed, providing 
that due caution is used. This is to arrange a 
more flexible method of handling trains when fol- 
lowing each other closely at stations. 

84 



Rule 92. 

427. Q. May a train arrive at a station in 
advance of its schedule arriving time, when 
shown? 

A. No. 
428. Q. May a train leave a station in advance 
of its schedule time? 

A. No. 

428a. Q. When only one time is shown at a 
station, what is it, unless otherwise indicated? 

A. The leaving time. 

EXPLANATION.— When only one time is 
shown at a station for a train it is, unless other- 
wise indicated, the leaving time, and a train may 
arrive at such station as much ahead of this time 
as it can, for such time only governs the depar- 
ture. When the arriving time is shown a train 
must not arrive ahead of that time. 

A train should not leave a station in advance 
of its schedule time for it is one of the cardinal 
principles of the rules that a train has no 
authority to existence until its schedule time has 
arrived therefore, no train should be run ahead of 
its schedule time even by virtue of train orders. 

RULING. Q. Referring to Rule 92, second 
clause. A train must not leave a station in ad- 
vance of its schedule leaving time. In the con- 
sideration of this rule by the Committee on Train 
Rules, kindly advise if it was understood that a 
train would have the right to go to a station in 
advance of schedule leaving time or in advance 
of time shown in timetable when it was under- 
stood that such time was leaving time. Under 
this rule it is possible for a freight train to leave 
a station on time at schedule leaving time and 
reach the next station in advance of schedule 
leaving time. Some of our division superintend- 
ents want to make the rule that where only one 

85 



time is shown at a station that it should be both 
arriving and leaving time, in order to prevent train 
from coming to station ahead of schedule leaving 
time. 

A. Unless the arriving time is shown there 
is nothing in the Standard Code to restrict a train 
from arriving at a station ahead of its leaving 
time.— Ruling Sept. 24, 1900. 

Q. Under the Standard Code of Train Rules, 
can a light engine running as 1st section of regu- 
lar train No. 2 (a mixed train) be given an order 
by the dispatcher to run ahead of time? 

A. The Standard Code does not provide for 
the running of a regular train ahead of time. In 
the opinion of the committee, the practice should 
not be permitted. — Ruling 1905. 

Q. It has been suggested to me that Rule 
92, of the Code, is incomplete without the addi- 
tion of an explanatory clause, such as follows: 
"Under this Rule it will be understood that where 
the inferior train is shown to arrive on the leav- 
ing time of the superior train, or where a train 
is shown to arrive on the leaving time of a train 
of the same class, the inferior train has the right 
to arrive five minutes before the time shown." 

I should be glad to have the benefit of the ex- 
pression of the opinion of the Committee on Train 
Rules on this matter. 

A. Where the arriving time of a train is the 
same as the leaving time of an opposing superior 
train, the inferior train has not the right to ar- 
rive before the arriving time shown. (See Rule 
92) . The arriving time, when shown, should pro- 
vide for the clearance required by the rules. — Rul- 
ing March 11, 1903. 

86 



Rule 93. 

429a. Q. What rights have trains within 
yard limits? 

A. The main track may be used keeping 
clear of — class trains. 

430. Q. How must class and extra 

trains move within yard limits? 

A. Prepared to stop unless the main track is 
seen or known to be clear. 

EXPLANATION.— This rule provides for the 
movement of all trains through the yard limits. 
In case an extra train receives an order giving 
it right over all trains, it does not entitle the extra 
to disregard Rule 93 with respect to extra trains, 
and it must move through the yard limits pre- 
pared to stop, unless main track is seen or known 
to be clear. This is for the reason that right over 
all trains does not include yard engines, as a yard 
engine is not a train, within the meaning of the 
rule. 

RULING. Q. Where yard limits are defined 
by yard limit boards, does it authorize yard en- 
gine, or in fact any train within those limits, to 
occupy main lines on the time of same or superior 
class trains without protection. For example: 
Extra arrives at station where yards limits are 
defined by yard limit boards. Can it proceed with 
its work in yard limits without protection on the 
time of regular trains? 

A. No.— Ruling Sept. 24, 1900. 

Q. The interpretation of the definition of 
"yard" as set forth in the Standard Rules, and 
the matter of proper regulations concerning 
movements within defined yard limits are ques- 
tions now being fiercely discussed and agitated on 
railroad lines of this vicinity. 

87 



It is contended that the definition of "yard" 
provides, broadly speaking, that the Time-Table, 
Rules Governing Movement of Trains and Rales 
for Movement by Train Orders have no jurisdic- 
tion or authority in yards. In other words, a 
yard is a fenced-up baseball park, and all move- 
ments made within the same by trains, yard- 
engines, light engines, etc., shall be made subject 
to the regulations governing this particular yard, 
and that the Time-Table, Rules Governing Move- 
ment of Trains, and Rules for Movement of 
Trains by Train Orders shall absolutely cease the 
instant a train arrives at the "baseball park" 
fence — or rather, the "main line" ceases at this 
point. 

On the other hand, it is contended that the 
Time-Table, Rules for Movement of Trains and 
Rules for Movement by Train Orders govern in 
yards as well as at other stations, except to the 
extent that they might be modified, restricted, 
superceded or annulled by special instruction re- 
lating to all or individual yards. 

The circumstances in question are as follows : 
Our special instructions governing Movements in 
Yards provide that all trains, yard engines, etc., 
must proceed under control within yards. 

Another special instruction defines "Under 
Control" as being able to stop within the distance 
the track is seen to be clear. Under these instruc- 
tions yardmen maintain they have as much right 
within this Mystic Circle as a passenger train 
or any other train or engine, and without flag pro- 
tection, etc., notwithstanding the Rules for Move- 
ment of Trains provide that inferior trains, etc., 
shall clear the time of superior trains, etc. 

The yard crew also object to being referred to 
as a "train" in any shape, manner or form, and 

8S 



give this as another reason why Rules for Move- 
ment of Trains and for Movements by Train 
Orders are not applicable to yard engines — and 
for no other reason than that a yard engine is 
not a train. The crew state, however, that they 
expect to keep out of the way of all important 
trains as much as possible, and endeavor to give 
them a clear track at all times, avoiding delay, 
etc., on the other hand, they expect all these 
trains to be under control, thus avoiding the 
necessity of flag protection on the part of yard 
crews, and also as a matter of protection to the 
trains themselves in case they should find their 
progress obstructed by switch engines, cars or 
otherwise in yards. 

Another question is put up about as follows: 
The Time-Table, Rules for Movement of Trains, 
and Rules for Movement by Train Orders have 
authority in any yard, and in this particular yard 
we find the customary regulation, providing that 
all trains shall proceed under control within the 
same, etc. Now, we will assume that this yard is 
located in Buffalo, and we find a special train run- 
ning from Chicago to New York, through Buffalo, 
and with it a train order giving right over all 
trains. 

Does this order give it right to proceed 
through Buffalo yard regardless of other trains, 
yard engines, etc.? If so, then it necessarily fol- 
lows that the train dispatcher must receive an ac- 
knowledgement from all yard engines, etc., at 
Buffalo, before he can permit the special train to 
pass through that place. 

Of course you understand I am referring to 
single track yards because we have practically 
no double track. Personally, I am decidedly of 
the opinion that a "yard" should be operated en- 
tirely independent of the "Main Track," and there 

29 



should be rules for this independent operation in 
the same manner that we have independent rules 
for operating double track, block signals, etc. I 
am also of the opinion that under the definition 
"Yard" it is intended that the Time-Table, Rules 
for Movement of Trains, and Rules for Movement 
by Train Orders should not govern, and that each 
railroad company is to provide its own regulations 
for movements within yards. However, it is not 
exactly plain in this respect, and on this account 
there is much room for much good argument pro 
and con. 

Of course you understand in this country it is 
not always possible to lay out yards to the best 
advantage in the way of obscured views, etc. 

On the other hand, nearly all our yards con- 
tain many curves, and view is often obstructed 
by rock bluffs, mountain sides, etc. 

Win you kindly set us right in the premises? 

A. The Standard Code definition of a yard is : 

"Yard. A system of tracks within defined 
limits provided for the making up of trains, stor- 
ing of cars and other purposes, over which move- 
ments not authorized by time-table, or by train 
orders, may be made, subject to prescribed signals 
and regulations." 

Nothing in this definition contemplates the 
abrogation of the authority of trains to move on 
the main track. 

Special instructions authorized by or in force 
on any railroad are matters of detail for that rail- 
road, and are not intended to be covered by Stand- 
ard Code Rules. The difficulty here appears to be 
caused by incomplete special instructions govern- 
ing movements in yards. The definition for a yard 
being interpreted to include a main track — 

A yard engine is not a train within the mean- 
ing of the Standard Code, it having no authority 

90 



to move upon a main track unless specially 
authorized. 

The hypothetical case of a special train run- 
ning from Chicago to New York passing through 
Buffalo yard and holding a train order giving it 
right over all trains, can best be answered by 
quoting a new rule which the committee on train 
rules has recommended to the Association for 
adoption as follows : 

"93. Within yard limits the main track may 

be used, protecting against class trains, 

class and extra trains must move within 

yard limits prepared to stop unless the main track 
is seen or known to be clear." 

With this rule in force there can be no ques- 
tion about the movement of a special train 
through Buffalo yard. 

The adoption of new Rule 93, in connection 
with definition of a yard will answer the various 
questions and clear the situation. — Ruling March 
21, 1906. 

Q. Under Rule 93, with the cost of operation 
high and delays to switching service expensive, 
in mind, kindly give us your views as to the proper 
interpretation of Rule 93. Would the word, "pro- 
tecting," mentioned in the rule imply that switch 
engines working within yard limits must be pro- 
tected against the designated, class trains and in- 
ferior trains in accordance with Rule 99? 

A. The Committee on Train Rules does not 
attempt to give in detail the manner in which 
protection is to be secured, conditions and prac- 
tices varying on different roads. Railroads 
equipped with automatic block signals may wish 
to take advantage thereof; some roads operate 
under manual block protection ; other roads equip 
themselves with semaphores on each side of the 
yard, which are held at stop at all times except 
when trains are to be allowed to pass or come in ; 

91 



some roads have rules requiring all second class 
and inferior trains to approach and pass through 
yards under control. The manner in which pro- 
tection may be given is left to each road to de- 
termine itself. 

Q. A great many lines, in their instructions 
governing the movements of trains in yard limits, 
state that trains must be under full control. We 
would like to ask you if you have any knowledge 
of any authoritative definition of "full control?" 
Proceed with caution seems to be more or less 
synonymous with full control, and perhaps there 
may be some kind of a definition as to what it 
means to "proceed with caution." 

A. The term "full control" does not appear 
in the Standard Code. The term "proceed with 
caution" is employed and the manner or method 
is left for each road to determine for itself in ac- 
cordance with its needs and the varying condi- 
tions and practices necessary on different rail- 
roads. 

CRITICISM. In our opinion the blanks in 
Rule 93 should have ben filled in by the committee 
who framed the rules, as it leaves the intention of 
the rule to be assumed by each road using it, with 
the result that not all roads understand it alike. 

Some roads make the rule read, "Within yard 
limits the main track may be used, protecting 
against first class trains. Second and inferior 
class and extra trains must move, etc." Under 
such an interpretation no authority is given to 
use the main track within yard limits upon the 
time of second and inferior class and extra trains, 
and no instruction is given to first class trains to 
look out for yard engines or trains within yard 
limits although the rule clearly gives permission 
for yard engines and trains to use the main track 
within yard limits on the time of first class trains. 

Other roads make the rule read, "Within yard 

92 



limits the main track may be used, protecting 
against second and inferior class trains. Second 
and inferior class and extra trains must move 
within yard limits prepared to stop, etc." In our 
opinion this is the only logical and safe method 
of filling in the rule. In this manner the rule 
clearly defines the action of all concerned. First 
class trains may go through the yard at full speed 
and all other trains must move prepared to stop, 
and in turn yard engines or trains cannot work 
on the time of first class trains, but can work on 
the time of all other trains by protecting. 

Q. Referring to Standard Rule 93 we would 
be glad to know if the committee has considered 
the advisability of adding another paragraph or 
a foot-note to this rule, whereby leading trains 
will be held equally responsible for rear-end col- 
lisions in the wards? 

A. The leading train must protect itself 

against class trains, as provided by rule, 

but if the leading train is followed by class 

or extra trains which are required by rule to 
"move within yard limits prepared to stop," the 
responsibility is clearly defined, therefore the com- 
mittee does not consider an additional paragraph 
necessary. — April 18, 1911. 

Rule 94. 

431. Q. In case you overtake a train dis- 
abled so that it cannot move, how would you pro- 
ceed? 

A. If necessary, take the orders and assume 
the schedule of the disabled train to the next open 
telegraph office and report to the superintendent. 

432. Q. When a disabled train is passed by 
a following train to which it has given its orders 
and authority, on what right and schedule will the 
disabled train move? 

91 



A. On the rights and schedule of the train 
with which it exchanged orders. 

432a. Q. When a disabled train is overtaken 
is it necessary to exchange schedules and orders 
if the overtaking train holds a schedule or orders 
which permit it to proceed? 

A. No. 

433. Q. If an inferior train or a train of the 
same class having right or schedule to proceed 
overtakes a train between telegraph stations un- 
able to proceed against the right of schedule of 
an opposing train, how will they be governed? 

A. The delayed train after proper consulta- 
tion with the following train will precede it to 
the next telegraph station where it will report 
to 

434. Q. When an opposing train is met 
under these circumstances, what must be done? 

A. The leading train must fully explain to it 
that the expected train is following. 

434a. Q. If the overtaking train has not 
right or schedule of its own which permits it to 
proceed may it pool its rights with the delayed 
train and both trains proceed on such combined 
authority? 

A. No, the overtaking train must hold right 
or schedule of its own which permits it to pro- 
ceed before it can either proceed itself or take the 
delayed train. 

434b. Q. Will this rule apply if the delayed 
train is overtaken on the main track between sta- 
tions? 

A. Yes. 

434c. Q. Will it apply if a delayed train is 
overtaken at a siding which is not in communica- 
tion with the train dispatcher? 

A. Yes. 

EXPLANATION.— It is not necessary in 
passing a disabled train to assume its schedule 

94 



and take its train orders if the train which is to 
pass has right of its own to make the next tele- 
graph office. It may be that the disabled train has 
been delayed so long that it has no right to pro- 
ceed, in which case should the following train have 
no right, both trains are tied up and no exchange 
of orders and schedules would be of avail. When- 
ever schedules are exchanged all orders must also 
be exchanged complete. 

Extra trains may exchange rights under this 
rule. 

It is not necessary for trains No. 2 and No. 
50 to exchange orders if No. 50, the train which 
overtakes No. 2 which is disabled, has an order 
which will take it to the next office. In such a case 
rule 94 is authority for No. 50 to pass No. 2, the 
superior train, and proceed ahead of it to the next 
open office where it must report to the train dis- 
patcher. In the case mentioned No. 50 would not 
take No. 2's orders or numbers as it would not 
help No. 50 to do so. 

The intent of the rule is, suppose the disabled 
train holds an order to meet an opposing train at 
the next station and the train which overtakes it 
has an order to meet the same train at the blind 
siding where the disabled train is overtaken; in 
such a case it would be necessary to change num- 
bers and orders, otherwise both trains would be 
tied up. The exchange of numbers and orders is 
not for the purpose of allowing the following train 
to pass the disabled train, the rule gives that per- 
mission regardless of the class of the disabled 
train, but the exchange is made to help the train 
which is not disabled out of the blind siding for 
an opposing train — if necessary. 

The second paragraph is not as easily ex- 
plained for the reason that it is not in full 
harmony with the balance of the Standard Code 
principles of operation. The second paragraph of 

95 



the rule works well when sections are not involved, 
but when they are, there are certain cases when 
the rule needs a special interpretation which is 
not furnished by its wording. It is possible to 
operate the rule between sections of the same 
schedule when the leading section is only re- 
stricted by schedule, but when the leading section 
is restricted by right the rule is positively 
dangerous. 

When it is used between any trains, trainmen 
must be sure that the train which overtakes the 
other has right or schedule of itself, without pool- 
ing schedules or orders with the leading train, 
which permit it to proceed. For if trains were 
allowed to pool orders and schedules, two opposing 
trains might do the same with disastrous result. 
In fact such a thing has happened under the rule. 

No. 58 is an eastbound train which is moving 
in the superior direction, No. 57 is a westbound 
train of the same class but of inferior direction; 
1st No. 57 makes D, which is a blind siding, for 
No. 58, where it is overtaken by 2nd No. 57 hold- 
ing a meet with No. 58 at C, which is the next sta- 
tion in advance. Under such circumstances it is 
perfectly safe and correct for 2nd No. 57 to take 
the first section ahead of it to C. But supposing 
in the above case that 1st No. 57 held an order to 
meet an extra at D, which extra held nothing 
against the second section, then the second section 
should not be permitted to take the first section 
ahead of it notwithstanding the fact that the rule 
gives it permission to do so by stating that when 
a train unable to proceed against the right or 
schedule of an opposing train, is overtaken be- 
tween telegraph stations by an inferior train or a 
train of the same class having right or schedule 
which permits it (the second section) to proceed, 
the delayed train may, after proper consultation 
with the following train, precede it to the next 

96 



telegraph station. In the meantime the extra 
would overtake No. 58 at C and as the extra has 
right to go to D for 1st No. 57 the extra has the 
full authority of the rule to take No. 58 ahead of 
it, providing that C is a non-telegraph station. 

It will be easily seen that in such a case the 
rule is certainly defective because orders held by 
a leading section are not binding on a following 
section, each section has equal time-table au- 
thority, and a section is a train under the rules. 
Therefore trainmen must be very careful when 
sections of the same schedule overtake each other 
so that no accident may occur. As a general prin- 
ciple, when a leading section is restricted by right, 
the following section should not take the leading 
section ahead of it, although the rule itself makes 
no such distinction. 

RULING. — In reply to inquiries respecting 
Standard Rule 94 (first paragraph) the commit- 
tee stated that the last sentence is intended to 
mean that, "until the disabled train can reach the 
next open telegraph office, it will assume the 
rights and orders of the train last taking its 
rights and orders."— Oct. 8th, 1889. 

The committee was requested to define the 
character of the disability to which this rule 
refers with greater distinctness. The committee 
thought that any trouble in regard to the meaning 
of the word "disabled" would only occur when it 
is of minor importance. In such a case the judg- 
ment of the conductors and enginemen must be 
used, always bearing in mind that the rule is in- 
tended to expedite movement of trains. — April 
7, 1891. 

CRITICISM.— Rule 95 provides that each sec- 
tion has equal time-table authority, that is, the 
first section is not restricted by any orders held 
by second nor is the second restricted by any 
orders held by the first section. A following sec- 

97 



tion cannot pass a leading section because to do 
so would put it out of its numerical order and 
ahead of the signals which give it authority to 
run, but at this point Rule 94 steps in and says 
that when a train, unable to proceed against the 
right or schedule of an opposing train, is over- 
taken between telegraph stations by an inferior 
train or a train of the same class having right or 
schedule which permits it to proceed, the delayed 
train may, after proper consultation with the fol- 
lowing train, precede it to the next telegraph sta- 
tion. The editor cannot believe that the commit- 
tee considered sections when this rule was framed 
for the reason that, it is so worded, if 1st No. 80 
had an order to wait at a blind siding until 6 p. m. 
for a work train and at 5 : 30 p. m. it was overtaken 
by second section, which is unrestricted, except 
by the presence of the first section, it could take 
the first section ahead of it under the rule. We 
do not say that it would be foolish enough to do 
so, but the rule permits it. In fact the wording 
of the rule is such that, so far as the rule is con- 
cerned, it is unsafe to run to a meeting point with 
a leading section of a superior train unless given 
orders on all following sections. A section is a 
train and the rule deals with "a train." The fact 
that the signals displayed by the leading section 
must precede the following section is provided 
for by the rule as it requires the leading section to 
precede the following section and each section is 
a "train" within the meaning of the rule. By re- 
ferring back to the example of No. 58 1st and 2nd 
No. 57 and the extra which is mentioned in the 
"Explanation" to this rule, the defective con- 
struction of the rule is at once apparent. Like a 
few other code rules it can be "made" to work out 
by reading into it what is not there, but such a 
method is always questionable. 

Rule 94 is hostile to the principle upon which 

98 



the rest of the Code is based i. e., a principle which 
permits opposing trains to know what each will 
and can do. In the above case the work extra 
cannot possibly know when the second section is 
going to overtake the first. In other words, the 
working of the rule is left to chance. The trouble 
is that the rule attempts to cover by rule what is 
properly a flagging proposition. 

The rule also is so framed that it will result in 
delays which are unnecessary. For example, No. 
2 is a mail train, No. 53 and 55 are fourth class 
trains, No. 53 is a heavy train and leaves A with 
plenty of time to make C for No. 2, but is delayed 
between A and B until No. 55 overtakes it, with 
orders to meet No. 2 at C. No. 55 is the wrecker, 
or, say, an engine and caboose which is being hur- 
ried forward, but under this rule No. 53 is entitled 
to precede No. 55 to C for No. 2 and delay No. 2, 
30 or 40 minutes. B is a blind siding. Many 
situations of this kind can arise which will give 
trains right to move against superior trains, on an 
order held by another train, when it is not desired 
that they move. All things considered the last 
paragraph to Rule 94 is dangerous and unneces- 
sary and should not be used, as it does not 
harmonize with Rule 95 and 204 and therefore will 
not work safely when sections are concerned. 

To sum up, the rule makes use of the word 
"train" which includes a section. It also states 
"right or schedule" which permits a movement 
against either or both. 

RULE 95. 

435. Q. May more than one section be run 
on the same schedule? 

A. Yes. 

436. Q. Does each section have equal time- 
table authority? 

A. Yes. 

99 



437. Q, By whose authority shall signals be 
displayed? 

A 

EXPLANATION. — On some roads yard- 
masters are authorized to issue instructions to a 
train to display signals. This practice is followed 
on roads where the business is heavy and the 
issuing of such orders by the dispatcher would 
interfere with his other duties. The practice is 
safe, as all sections must examine the register be- 
fore leaving to ascertain that the section ahead of 
it registered signals. 

All sections except the last must display sig- 
nals. Green signals are displayed for this purpose 
on the front of the engine. All sections must fol- 
low each other in numerical order. 

RULE 96. 

438. Q. When signals displayed for a fol- 
lowing train on single track are taken down at 
any point before the following train arrives, how 
should the conductor be governed, where there is 
an agent, operator, switch tender, or register 
book? 

A. The conductor must arange with agent, 
operator or switch tender to notify opposing trains 
of same or inferior class. 

439. Q. Where there is no agent, operator or 
switch tender? 

A. A flagman must be left to notify opposing 
trains of the same or inferior class. 

440. Q. Must this arrangement be in writing 
or verbal? 

A. In writing. 

EXPLANATION.— If a company desires to 
have all opposing trains notified, the last sentence 
of Rule 96 can be changed to read: "to notify all 
opposing trains that the section for which signals 
were displayed has not arrived." 

100 



It is necessary to arrange for the conductor 
to notify opposing trains, if no other arrange- 
ment is made, because opposing trains meeting the 
superior train after it took down signals would 
have no way of knowing that a (superior) section 
of that train was moving to a certain station be- 
yond the point where the superior train was met. 
Usually the train dispatcher takes care of the 
situation by issuing an order to all trains con- 
cerned. 

RULE 97. 

441. Q. By whose authority are extra trains 
run? 

A. The 

Note. — The code leaves the officer, who shall 
authorize the display of signals or the running of 
an extra train, to the discretion of the railroad 
using the rule. The superintendent's initials are 
generally used for this purpose. 

EXPLANATION.— Whenever a train is given 
orders to run extra, arrangements must be made 
for a meeting point with all opposing extra trains. 
No other person than the train dispatcher must 
start an extra train for the reason that extra 
trains are not required to protect against each 
other, unless directed by train order to do so, and 
in case more than one person was allowed to 
originate, an extra accident might easily result. 

The train dispatcher is responsible for train 
movement and must see that necessary orders are 
issued for protection of extra trains. 

RULE 98. 

442. Q. How must trains approach the end 
of double track, junctions, railroad crossings at 
grade and drawbridge? 

A. Prepared to stop unless switches and sig- 

101 



nals are right and track clear. Where required 
by law trains must stop. 

442a. Q. At railroad crossings at grade and 
draw bridges not interlocked how will trains be 
governed? 

A. Must stop and proceed only after the 
proper signal has been given. 

EXPLANATION.— Most states have laws 
which require trains to stop at drawbridges and 
railroad crossings at grade unless same are inter- 
locked, or equippped with other approved device 
for protection. An interlocker is an arrangement 
of switch, lock and signal appliances so inter-con- 
nected that their movements must succeed one an- 
other in a predetermined manner. 

Rule 98 is the rule which protects a train 
which is entering the main line from some branch. 
It requires all trains to approach junctions pre- 
pared to stop unless the switches and signals are 
right and the track is clear. 

Rule 99. 

443. Q. When a train stops or is delayed 
under circumstances in which it may be over- 
taken by another train how must it be protected? 

A. Flagman must go back immediately with 
stop signals a sufficient distance to secure full pro- 
tection. 

443a. Q. After going back a sufficient dis- 
tance to secure full protection what must flag- 
man do? 

A. Take up a position where view of himself 
is unobstructed. 

443 b. Q. How long should the flagman re- 
main in that position? 

A. Until he is recalled or relieved. 

444. Q. When a flagman is recalled what 
should he do before returning? 

102 



A. Place two torpedoes on the rail, on the 
engineman's side, not more than two hundred feet 
apart, when the conditions require it. 

444a. Q. If recalled before another train ar- 
rives at night, or when weather or other condi- 
tions obscure day signals, what must he do in 
addition to placing two torpedoes? 

A. He must place a red fusee at the point at 
which he returns from and at any other point be- 
tween there and his train which may be neces- 
sary to insure full protection. 

444b. Q. Should a train stop between sta- 
tions where view is obstrutced? 

A. A train should not stop at a point where 
the view is obstructed when it can be avoided. 

445. Q. How will the front end of the train 
be protected when necessary? 

A. By the head brakeman, or if he is unable 
to go the fireman must be sent out with stop 
signals. 

EXPLANATION.— Rule 99 has provoked 
much discussion. Many able managers deem it 
insufficient as it stands in the code, but we do not 
think such view is warranted. We believe it is 
one of the best rules in the code. It places the 
responsiblity where it belongs and does not arbi- 
trarialy send the flagman back down a heavy 
grade a mile or a mile and a half with a straight 
track for ten miles back, and thus delay a train 
unnecessarily while adding nothing to its safety. 
Besides this it is a rule that can and ought to be 
obeyed in every case, and this is more than can 
be said of most rules that are offered as substi- 
tutes. It is not good to have rules that ought 
not to be obeyed in some cases. Rule 99 provides 
that the flagman go back immediately. He must 
not wait for the conductor to send him or for the 
engineman to whistle him back. 

On roads where block signals are used the 

103 



flagman is not excused from flagging, unless 
special rules provide otherwise. Several roads 
have rules which provide that a train need not 
flag in terirtory controlled by automatic block 
signals in case the train can plainly see that the 
last signal passed is in stop position, and that the 
signal is at least one-third of a mile in the rear of 
the train, provided further that this will not apply 
after dark or in stormy or foggy weather. 

Torpedoes should not be depended upon to 
stop trains in snow storms. A red fusee should be 
used at night in such cases and every precaution 
taken to secure safety. 

When a flagman is recalled, the rule requires 
that the flagman must place two torpedoes on the 
rail before returning when the conditions require 
it. The conditions which would require this ac- 
tion are left to the judgment of the train rule 
instructor, the trainmaster, or perhaps on some 
lines to the flagman himself. The general under- 
standing as to the conditions which would re- 
quire the placing of torpedoes would be when 
there is another train overdue; when the train 
which is being protected is in such a position as 
to not readily be seen; or when there is a down 
grade in the direction in which the train which is 
being protected stands; or when weather condi- 
tions are bad. In stormy or foggy weather the 
flagman should place one torpedo on the rail while 
he remains at that point, to assist him in getting 
the attention of an approaching train, and then 
when he is recalled another torpedo should be 
placed about two hundred feet from it and in ad- 
dition a red fuse lighted for protection. 

Rule 100. 

446. Q. When the flagman goes back to pro- 
tect the rear of train who must take his place? 

104 



A. The in case of passenger train, 

and the next brakeman in case of other trains. 

EXPLANATION.— This is done so that 
should the flagman become disabled, or be left be- 
hind, the rear end of the train will not be left un- 
guarded, either at that point or some future stop. 

RULING. — I would like to be advised of the 
particular circumstances in mind by the commit- 
tee at the time this rule was formulated ; the par- 
ticular class of roads it was expected it would 
affect, and anything else in connection with the 
rule that will be of interest in discussing the 
adoption of it for our line. In looking over these 
rules it seems as though Rule 99 leaves a great 
deal to the discretion of the company in adoption 
of flagging rules, and that means in turn leaving 
something to the discretion of the conductors 
which is impossible to cover in carrying out the 
principle. Yet before we come to Rule No. 99, 
Rule 100 seems to lay down a very ironclad prin- 
ciple which, on such a single track road as ours 
where but two brakemen are employed on almost 
all freight trains, and being a level prairie road, 
it would hardly seem as though the rule was 
necessary, and it would seem best that it should 
be left out. 

A. In answering the above question the com- 
mittee stated, That in its opinion the rear of the 
train should not be left unguarded by the ab- 
sence of a competent employe. The importance 
of this precaution has not until the present time 
been questioned, and the committee under the 
circumstances does not know of any better way 
of providing for the required protection than the 
manner specified in the rule. — Sept. 12, 1895. 

Rule 101. 

447. Q. What would you do if your train 
parted? 

105 



A. Would give the train parted signal and if 
possible prevent accident to the detached portions. 

447a. Q. Has the front portion right to re- 
turn for the detached portion? 

A. Yes. 

447b. Q. Can the detached portion be moved 
or passed around before the front portion returns? 

A. No. 

447c. Q. What is the duty of the trainmen 
on the detached portion? 

A. They must see that no other train passes 
the rear portion and must notify following trains 
of the condition and they must also arrange to 
protect the head portion from collision with the 
rear portion when it returns. 

448. Q. In case you overtake a train that is 
parted, how would you proceed? 

A. The rear portion must not be moved or 

EXPLANATION.— It is the duty of the flag- 
man on the detached portion to flag and notify 
all trains following that the train has parted and 
also to make sure that no train passes such de- 
tached portion. The head portion has right over 
all trains to return for the rear portion, but as 
a general thing it should follow a flagman, when 
returning, on account of the danger of draft rig- 
ging or draw bars dropping on the track in such 
position as to derail the returning portion. A 
following train should not be allowed to shove 
the rear portion from where it stopped, as the 
head portion may know where the rear portion 
stopped and may be returning expecting to find 
it there, and besides, when the rear end and head 
end are both moving toward each other the 
chances for an accident are greatly increased. 
Should the head portion run by a station or more, 
before discovering that the train has parted, it 
has the same right to return for the rear portion. 

106 



Under such circumstances if the head end meets 
or passes any train such train must remain clear 
until the head end returns and until the train as 
a whole has passed. A train is never complete 
without its markers. 

The question has been asked as to whether or 
not a superior train can pass the rear portion of 
an inferior train at any point when it holds no 
orders on the superior train. In case the train has 
parted it cannot, and in such case it is the flag- 
man's duty to so inform the superior train, but in 
case the head portion has simply gone for water 
or coal or anything else, it is simply a flagging 
movement and does not come under the provisions 
of Rule 101, and therefore the superior train can 
proceed (unless held by flag) as inferior trains 
are required by rule to clear superior trains in all 
cases, or protect as per Rule 99. 

RULING. — A freight train of fifty-five cars 
pulling out of a siding breaks loose three cars 
from the caboose. The three cars and the ca- 
boose are stopped clear on the siding by the 
flagman, who is on the rear end. The main line 
in the direction in which the train is going is 
down grade and around a curve so that the en- 
gineman cannot be promptly signalled. The con- 
ductor, who is at the switch, sees that the train 
is broken apart, and jumps on the last car at- 
tached to the train as it passes the switch, leav- 
ing the flagman on the detached portion on the 
siding. By the time the engineman can be sig- 
nalled the train has gone so far down grade so 
that it cannot be backed up. The conductor, 
therefore, takes the portion of the train which he 
has to the next siding, at a distance of several 
miles, and returns with the light engine for the 
detached portion. In the meantime a passenger 
train running on a fast schedule, without a stop 
at the siding, arrives, and the flagman stops it 

107 



and informs it of the circumstances. While the 
flagman does not know that the conductor intends 
to come back with the light engine, on the chance 
of their doing so he notifies the passenger train 
and they wait. The engineer and the conductor 
come back with the light engine against the pas- 
senger train, presuming that it is stopped in ac- 
cordance with Rule 101. The question is whether, 
under the rule, the engine of the freight train had 
a right to come back to recover the detached por- 
tion, which they knew to have been left on the sid- 
ing, against the passenger train. 

Another actual case, putting the point in still, 
perhaps, better light, is one which recently oc- 
curred. The passenger train arrives at a siding 
and finds a caboose with several cars in front of 
it with markers upon the rear end of the ca- 
boose and no trainmen at the siding. The en- 
gineer and conductor of the passenger train take 
this portion of a train with markers on the rear 
as notification of a portion of a train of whicn 
the front portion might come back, and wait at 
the siding until they get assurance to the con- 
trary. It is to be observed in reference to these 
two cases that Rule 101 does not limit the right 
of a train to come back to recover its detached 
portion to the case of breaking in two on the main 
line only. On the contrary, the fact that a por- 
tion of a train with markers is found on a siding 
is only an indication that some break loose has 
happened. In the last case the indication of the 
switch being set to the main line would lead to 
presume to the contrary, but the position of the 
switch would not be given conclusive weight under 
any circumstances. 

In the first case above mentioned, we would 
be glad to have the construction of the Train Rule 
Committee as to the right of the engine of the 
front train, under Rule 101, to come back for the 

108 



detached portion and in the second as to whether 
the passenger train was right in waiting on find- 
ing the detached cars with markers on the rear 
of the caboose standing on the siding. 

Answer. In reply the committee decided that 
in the first case, in accordance with Rule 101, the 
engine had absolute right to go back to recover 
the detached portion of the train. In the second 
case, the passenger train should not have waited. 
—Dec. 9, 1896. 

Rule 102. 

449. Q. When cars are being pushed by an 
engine, what precaution must be taken to insure 
safety? 

A. A flagman must take a position on the 
front of the leading car. 

EXPLANATION.— This for the reason that a 
flagman on the leading car would be in a posi- 
tion to warn persons on or near the track and 
also he could see the position of other cars and 
switches and signal the enginemen in case of need. 

Rule 103. 

450. Q. Should messages or orders respect- 
ing the movements of trains or condition of the 
track or bridges be in writing? 

A. Yes. 

EXPLANATION.— If allowed to report such 
cases verbally the operator or other person to 
whom report was made might forget to notify 
the superintendent or might give the wrong in- 
formation. Besides, it is always desirable to have 
such messages in writing so that they can be re- 
ferred to if desired, and so they can be filed as a 
matter of record. 

109 



Rule 104. 

451. Q. How must switches be left after 
having been used? 

A. In proper position. 

452. Q. Who is responsible for the proper 
adjustment of switches? 

A. The conductor, except where switch ten- 
ders are stationed. 

453. Q. May you leave a switch open for a 
train or section that is following you? 

A. Not unless it is in charge of a trainman 
of the following train. 

EXPLANATION.— In case a train backs in 
on a siding the engineman should give attention 
to the proper closing of the switch. A switch 
should always be kept in a certain position, and 
after it has been used it must be immediately re- 
turned to its proper position. When a train is 
approaching or passing over a switch no person 
should stand near the switch lever. 

RULING. — The question of the proper inter- 
pretation of Rule 104 was brought before the com- 
mittee, it having been stated that the word "re- 
sponsible" is ambiguous. 

Answer. The committee unanimously agreed 
that the conductor is the person to be held re- 
sponsible for the proper use of the switches by 
himself or his trainmen and that the word "re- 
sponsible" should be taken in its true, literal, dic- 
tionary sense, viz: Answerable, amendable, ac- 
countable. — April 8, 1890. 

Question. An investigation of a recent acci- 
dent in this state, caused by the collision of an 
incoming passenger train with a train standing 
on a passing siding, due to the fact that the switch 
ahead of the train on the siding was set wrong, 
developed the fact that there is a very marked 

no 



disagreement on the part of the general managers 
and operating officials of the various roads in this 
jurisdiction as to the construction of the Standard 
Code of Rules in respect of the duty of any mem- 
ber of a train crew that take the siding to meet a 
train, to have any responsibility as to the safety 
of the switch ahead. Some of these officials insist 
that Rule 104a, together with Rule 105, make it 
the duty of the conductor and engineer of the 
train on the siding in the supposed case to see that 
the switch ahead is safe for the main line. Others 
insist on the contrary, and that the requirement 
that any of the train crew on the siding in the 
supposed case should have any responsibility in 
regard to the switch ahead is contrary to the re- 
quirements of good railroading. 

On one of the roads interested, the Standard 
Code Rule 104 has been modified by adding a 
clause: "Engineers must see that the switches at 
the front end of their trains are set right," and 
their operating officials assure me that under Rule 
105 of the Standard Code they would expect the 
conductor to feel responsible for knowing that his 
train was properly protected at both ends. 

Now it seems to me that a rule regulating 
such an important matter should be so framed 
that there is no need for any difference of opinion 
as to its meaning; and that if there is any room 
for such difference, the proper construction 
should be settled by the Association. 

The committee considered the question fully 
and made reply as follows : 

"Rule 104 of the Standard Code of Train 
Rules only attempts to place responsibility for the 
position of a switch when used by a train. It is 
obviously impossible to frame a rule placing the 
responsibility for conditions ahead of a train, 
other than provided in Train Rules 105 and 106." 

in 



Rule 105. 

454. Q. Who are responsible for the safety 
of their trains? 

A. Both conductors and enginemen. 

455. Q. When an emergency arises which is 
not covered by the rules what must enginemen 
and conductors do? 

A. Take every precaution to prevent acci- 
dent. 

EXPLANATION.— Rule 105 states that both 
conductors and enginemen are responsible for the 
safety of their trains, and, under conditions not 
provided for by the rules, must take every pre- 
caution for their protection. 

In case either one fails to observe the rules 
or fails to have the proper authority for a move- 
ment, the other man is in position to look out for 
those duties, in which case he is also held respon- 
sible. 

Rule 106. 

456. Q. In case of doubt or uncertainty, how 
would you act? 

A. Take the safe course and run no risks. 

EXPLANATION.— Rule 106 is a good rule, 
but it should never be used to bolster up defec- 
tive rules which can and should be remedied. 



112 



RULES FOR MOVEMENT 
BY TRAIN ORDERS 



Rule 201. 

470. Q. For what are train orders used? 
And must the prescribed forms be used? 

A. For movements not provided for by time- 
table; prescribed forms must be used when ap- 
plicable. 

471. Q. What must they contain? 

A. Only information and instruction essen- 
tial to such movement. 

472. Q. May train orders containing eras- 
ures, alternations or interlineations be accepted? 

A. No. 

472a. Q. By whom are movements not pre- 
scribed by time-table authorized? 

A. The superintendent (sometimes this au- 
thority is delegated to the chief dispatcher or the 
train master) . 

472b. Q. May the different forms of train 
orders be combined? 

A. Yes, provided that no movement should 
be included which does not directly affect the first 
train named. 

472c. Q. Must the prescribed forms be used 
when applicable? 

A. Yes. 

EXPLANATION.— Rule 201 is intended to 
prevent the sending of unnecessary orders. It is 
also worded in such a manner that when the dif- 
ferent train order forms are combined in one 

113 



order care should be taken to see that all move- 
ments in the order affect the first named train. 
When applicable, the prescribed forms must be 
used. This means that the train dispatcher may 
vary from the forms when it becomes necessary 
to do so. However, the forms cover nearly any 
situation which can arise so they are generally 
applicable. 

RULING. — The following questions were 
asked in regard to this rule : 

First. — As Rule 201 only authorizes the issu- 
ance of orders not provided for by time-table, am 
I correct in assuming that an order does not affect 
a standard rule? 

Second. — If train orders as per forms A to L 
affect rules, where will I find authority? 

Third. — If orders affect time-tables only as 
per Rule 201, do they affect anything on the time- 
table, which is the existence of trains and their 
time and class? 

Answer. The committee stated that Rule 201 
authorizes the issuance of orders for the move- 
ment of trains which are not provided for in the 
time-table and the authority for the execution of 
such orders is the signature of the superintend- 
ent attached. As the time-table is made to con- 
form to the Standard Code, the assumption that 
an order does not affect a Standard Rule is not 
correct. 

In regard to the second inquiry, as has above 
been stated, the authority is the signature of the 



In regard to the third inquiry, Rule 201 is 
clear when taken in connection with the form of 
orders and only affects what is contained in an 
order, and trains may be annulled and their time 
and class changed. — April 7, 1891. 

114 



Rule 202. 

473. Q. Must train orders be given in the 
same words to all persons or trains addressed. 
A. Yes. 

EXPLANATION.— It is improper to give to 
a train or person only such part of an order as may 
directly concern them. Each order must be given 
in full when given under its original number. 

RULING. — Order 20 gives engine 17 right to 
work extra between Rendville and Drakes, pro- 
tecting itself against other specified extras. Order 
37 gives engine 15, south bound, rights to run 
extra Fultonham to Drakes, which puts them over 
the limits assigned engine 17, saying in the order 
engine 17 is working extra between Rendville and 
Drakes, but does not say that engine 17 is protect- 
ing itself. When engine 15 arrives at Rendville, 
which is the northern limits covered by extra 17's 
orders, how does extra 15, according to the rule or 
order 37, get from Rendville to Drakes without 
flagging against extra 17? This information is 
asked for as it is not clear that on order 37, extra 
15 can get over the limits of extra 17 working be- 
tween Rendville and Drakes, without flagging. 
Has the explanations to the examples, given under 
forms of orders, anything to do with Rule 202? 
Should the orders not be given, and run upon, 
strictly in accordance with the rule? And is, or 
is it not, necessary under the circumstances for 
extra 15 to protect itself when it strikes the limit 
of work train extra 17 ? 

Answer. In the judgment of the committee 
the orders do not violate the requirements of Rule 
202, for the reason that order No. 20 to engine 17 
was of such a character that no other train could 
be directly affected by it, and order No. 37 to en- 
gine 15 in no way affected order No. 20, held by 
engine 17. The answer to the last question, as to 

115 



whether engine 15 should protect itself within 
the limits of engine 17, is no. — Dec. 9, 1896. 

Rule 203. 

474. Q. At what time each day will a new 
series of numbers for train orders be started, and 
how shall they be numbered? 

A. At midnight. They must be numbered 
consecutively. 

EXPLANATION.— It is not necessary that 
the first order sent after midnight should be num- 
ber one, although this is the usual arrangement, 
except where subdivisions are operated from the 
same dispatching office. When this is done num- 
bers on one subdivision begin with No. 1 and on 
the other with No. 200, or some number suffic- 
iently high to prevent duplicate numbers being 
sent. 

Rule 204. 

475. Q. To whom must train orders be ad- 
dressed? 

A. To those who are to execute them. Those 
for a train must be addressed to conductor and 
engineman and also to anyone who acts as its 
pilot. 

476. Q. When two or more engines are at- 
tached to a train, should each engineman have 
copies of all orders affecting that train? 

A. Yes. 

477. Q. Can a train order be used by any 
train except the one addressed? 

A. No. 

478. Q. How will conductors and enginemen 
respect orders addressed to operators restricting 
the movement of trains? 

A. As if addressed to them. 
EXPLANATION. — When conductor or en- 
ginemen change off on the road they must trans- 
it 



f er to each other all train orders or other instruc- 
tions which affect their trains. 

When an operator holds an order which re- 
stricts the movement of a train, he should make 
copies of it and deliver one to conductor and en- 
gineman of all trains concerned, but need not take 
their signature (unless the rules of his road re- 
quire it). 

Train orders must be addressed to those who 
are to execute them and a copy for each person 
addressed must be provided by the operator. 

Rule 205. 

479. Q. What record must dispatcher make 
of train orders and when? 

A. Each train order must be written in full 
in a book provided for that purpose and with it 
recorded the names of those who have signed for 
it, also time and signals showing what offices have 
repeated it and the dispatcher's initials. 

EXPLANATION.— Rule 205 refers to the 
method of keeping the record of train orders in 
the train dispatcher's office. These records must 
be made at the time and never from memory or 
memoranda. 

Rule 206. 

480. Q. How will regular trains be desig- 
nated in train orders? 

A. By their numbers as "No. 10" or "2d No. 
10," adding engine number if desired. 

481. Q. How will extra trains be desig- 
nated? 

A. By their engine number, adding the 
direction, as "extra 798 west." 

482. Q. How will other numbers and time 
be stated? 

A. In figures only. 

117 



EXPLANATION.— The Standard Codes does 
not require that the numbers of trains shall be 
spelled out; however, many roads require that all 
numbers in the body of a train order shall be 
spelled out in full and then duplicated in figures. 
Where the telephone is used for dispatching 
trains, all numbers should be spelled out to insure 
accuracy of transmission. 

When the engine number is used in connec- 
tion with the schedule number it must be under- 
stood that, should there be more than one section 
on such schedule, only the leading section will be 
included under the provision of Rule 218, as such 
rule requires that the train be named by its 
schedule number alone; otherwise all sections are 
not included. When the engine number is used 
it identifies a certain train. 

RULING. — Question. When there are two or 
more engines coupled to an extra train, which 
engine number should be used to designate the 
extra train under Rule 206? Rule 22 prescribes 
that the leading engine shall display the green 
or white signals, but the question is whether the 
number of the leading engines should be used to 
designate the extra train. 

Answer. The recommendation of the com- 
mittee is that the number of the leading engine 
should be used.— Ruling Sept. 24, 1900. 

Rule 207. 

483. Q. What signal does the dispatcher 
give to each office in transmitting an order? 

A. "31" or "19," followed by the direction, 
and if more or less than three copies are desired 
the operator is informed. 

EXPLANATION.— Where the "19" and "31" 
order are not both in use, the signal may be 
omitted, except that these signals, either "19" or 

118 



"31," should be used to clear the line for train 
orders. 

Rule 208 (A). 

484. Q. To which train must the order be 
addressed first? 

A. To the superior train. 
484a. Q. Must the order be transmitted 
simultaneously to as many offices as possible? 
A. Yes. 

Rule 208 (B). 

485. Q. How must a train order for two or 
more offices be sent? 

A. Simultaneously to as many as practic- 
able. 

486. Q. How will the address be sent? 

A. In order of superiority of trains. 

487. Q. What does the operator at the meet- 
ing or waiting point do? 

A. He must deliver copies of his order to 
all trains affected until all have arrived from one 
direction. 

EXPLANATION.— Two forms of Rule 208 
are submitted by the Standard Code. Rule 208 
(A) does not require the order to be sent to the 
operator at the meeting or waiting point. Rule 
208 (B) requires that it shall be sent to the 
operator at the meeting or waiting point. 

Under either example the address must be 
given in order of the superiority of trains. When 
the order cannot be sent to all trains concerned 
at one time it must be sent first to the superior 
train. This is necessary in order to protect the 
movement, for should the order be sent first to 
the inferior train and afterward the wire go down 
or the dispatcher forget to send the order to the 
superior train accident would result. 

Under 208 (B) the operator at the waiting 
or meeting point must take copies enough so that 

119 



he can deliver them to all trains affected until all 
have arrived from one direction, when, if he has 
no further orders, his signal may be turned to 
proceed. Trains receiving a copy of the order at 
the waiting or meeting point must be governed 
by it regardless of the fact that it is not ad- 
dressed to them, and is addressed to the operator, 
because this is a special case covered by special 
rule. 

Rule 209. 

488. Q. How will operators write train 
orders? 

A. In manifold during transmission. 

488a. Q. If operator is unable to make the 
required number of copies during transmission, 
how will extra copies be made? 

A. He must trace additional copies from one 
of the copies first made. 

EXPLANATION.— If the typewriter is used 
for copying train orders, when additional copies 
are made, the order must be repeated from such 
copies to the train dispatcher and complete, given 
in the usual manner. 

This is necessary in order to avoid mistakes 
in transcription by the operator and there should 
be no deviation therefrom. 

Rule 210. 

489. Q. How will operators proceed with 
repetition of a "31" order? 

A. Unless otherwise directed operators must 
repeat orders at once from the manifold in the 
succession in which the several offices have been 
addressed, watching to see that others repeat it 
correctly. 

490. Q. After the order has been repeated, 
who will sign for it? 

120 



A. Those to whom the order is addressed, 
except enginemen. 

491. Q. What is the operator's duty in re- 
gard to the order after it has heen signed? 

A. He must send the signature to the dis- 
patcher, who will give complete and the time. 
Also the initials of the . 

491a. Q. What will the operator do after 
"complete" has been given by the dispatcher? 

A. The operator will then write on each copy 
the word "complete," the time and his last name 
in full and deliver a copy to each person addressed, 
except engineman. Engineman's copy must be de- 
livered to him by . 

EXPLANATION.— The blanks in the above 
rule may be filled by each road to suit its own re- 
quirements. On roads where the signature of the 
engineman is desired, the words "except engine- 
man" and the last sentence in the second para- 
graph may be omitted. If preferred, each person 
receiving an order may be required to read it aloud 
to the operator. 

In the handling of a "31" order the conductor 
is required to call at the office and personally de- 
liver the order to the engineman. 

RULING.— Question. Order No. 50, sent 
June 30th at 10:15 p. m., for engine 15 to run 
extra A to Z, OK given at 10:20 p. m. I will ask 
if this order given June 30th and OK at 10:20 
p. m., signed and made complete July 1st, 12:15 
a. m., was sufficient orders for the train to move? 
Or, in other words, does the fact that this order 
was placed on June 30th and OK'd on that date 
and not signed for three hours, which put it in 
another month (July) and complete given at 
12:15 a. m., make it of no value? 

Answer. A train order is in effect when it 
has been repeated or "X" response sent as pro- 
vided in Rule 214. Train orders once in effect con- 

121 



tinue so until fulfilled, superseded or annulled as 
per Rule 220. 

Question. Under Rule 210, should train dis- 
patcher acknowledge repetition of a train order 
by the operator by giving OK? 

Answer. In reply to this question, the com- 
mittee is of the opinion that while there is no ob- 
jection to the use of the OK as suggested, the 
rules do not require it. It was considered by the 
committee not to be necessary for the safety of 
operation, and was, therefore, omitted. — Ruling, 
1902. 

Question. Who fills out the "Train Number" 
on bottom of 31 orders? 

Answer. It is the opinion of the committee 
on Train Rules that the conductor, when he signs 
the order, should indicate the train he is running 
in the space provided for the purpose. — Ruling, 
1905. 

Rule 211. 

492. Q. What is the procedure with a "19" 
order? 

A. The same as with a "31" order, except it 
is not signed and complete is given by the dis- 
patcher when the order is repeated, and the 
operator personally delivers a copy to each person 
addressed. 

493. Q. If to deliver the engineman's copy 
would require the operator to leave the vicinity 
of his office, who would deliver it? 

A. The . 

494. Q. When a "19" order is issued for a 
train at a point where its superiority is restricted 
by such order how will delivery be made? 

A. The train must be brought to a stop be- 
fore delivery is made. 

EXPLANATION.— In handling the "19" 
order the train dispatcher gives complete to it as 

122 



soon as it has been repeated and the operator 
must arrange to deliver the order to the train 
while it is in motion, except that when it would 
take the operator from the immediate vicinity of 
the office to deliver the order to the engineman, 
the engineman's copy will be delivered to him by 
the conductor. When a "19" order is issued to a 
train at a point where the superiority of such 
train is restricted by the order, the train must be 
brought to a stop before delivery of the order is 
made. 

RULING. — Question. Can a 19 form of train 
order be used in moving trains whose rights might 
thereby be restricted? If it is not considered good 
practice to use this form of order, will you kindly 
advise the purpose for showing "X" response on 
the Standard train order blank for this form of 
order? Heretofore, our company has not used a 
19 order for a train whose rights would be re- 
stricted thereby. 

Answer. Yes; but the restriction of the use 
of the 19 order by any road so desiring is per- 
missible under the Standard Code. 

Rule 212. 

495. Q. When may "X" response be given? 
State the manner in which it is given. 

A. When directed by the train dispatcher. 
495a. Q. What is the procedure? 

A. When directed by the dispatcher, oper- 
ator will say "X" (order) No. — to (train) No. 
— ," with his initials and office signal. He will 
then write on the order his initials and the time. 

EXPLANATION.— On a division where the 
traffic is heavy it sometimes happens that a con- 
siderable time can be saved to a train by having 
the operator at the point where an order is ad- 
dressed to the superior train "X" the order so 
that it will not be necessary for him to repeat 

123 



it in full before the operator who has copied the 
order for the inferior train repeats his copy. In 
such cases the "X" response acts as a hold order 
and permits the movement of the inferior train 
before it otherwise could go; perhaps the minute 
thus saved will save the inferior train a stop for 
the order. When this is done the order must be 
repeated in the regular manner as soon as possible 
thereafter. 

Rule 213. 

496. Q. When may complete be given to an 
inferior train? 

A. Not until the order has been repeated or 
"X" response sent by the operator who receives 
the order for the superior train. 

EXPLANATION.— "Complete" must not be 
given to a train order for delivery to an inferior 
train until the order has been repeated by the 
operator who holds the order for the superior 
train, or until he gives the "X" response. Com- 
plete must not be given to an order to a superior 
train when such order has only been receipted by 
the "X" response and has not been repeated. 

Rule 214. 

497. Q. How is an order regarded before 
complete has been given and after it has been re- 
peated or "X" response sent? 

A. As a holding order for the train ad- 
dressed. 

498. Q. When a "31" order has been sent 
and repeated, or "X" response sent, and before 
"complete" has been given, the wire fails, has the 
train to whom this order is addressed the right to 
proceed? 

A. No. 

499. Q. If the line fails before an office has 

'124 



repeated an order or "X" response has been sent, 
is the order effective? 

A. No. 

EXPLANATION. — Supposing an order has 
been sent for a train at B. If the wire fails be- 
fore the operator at B has repeated it or before 
he has given the "X" response for it, the order 
must be treated as though it had not been re- 
ceived. But if the wire fails after the order has 
been repeated or its receipt acknowledged by the 
"X" response, then it acts as a holding order for 
the train addressed. Roads which use "19" orders 
for all movements have no trains tied up account 
of wire failure except in case the "X" response is 
given to an order and the wire fails before it is 
repeated and "complete" received. 

RULING.— Question. Please refer to Rule 
214, second paragraph, reading: "If the line fail 
before an office has repeated an order or has sent 
the "X" response, the order at that office is of 
no effect and must be treated as if it had not 
been sent." A rule has been proposed as a com- 
panion thereto which will admit of trains moving 
in case of wire trouble. We have had some serious 
delays occur by reason of a ruling train having to 
be held indefinitely for "complete" to an order, 
the time in which had expired or about expired. 
The rule proposed reads as follows: "If the line 
fails after an office has repeated an order for 
which OK and the acknowledgment has been 
given and the dispatcher cannot be reached to 
give complete to same, the operator will complete 
and deliver the order in the usual manner, writ- 
ing after the word complete, "as per Rule 210 A," 
and permit the train to proceed. The operator 
will notify the dispatcher of his action as soon as 
communication is restored. The conductor and 
engineman will advise the dispatcher from the 
first open telegraph office from which he can be 

125 



reached. I will be pleased to know what your ex- 
perience has been and what your practice is, also 
to have you criticise the proposed rule. 

Answer. The committee does not approve 
the proposed rule nor does it think it wise to 
make any change in the method of handling the 
"31" order. If greater freedom is desired Rule 
211 provides for the use of the "19" order and 
will avoid the suggested difficulty. — Oct. 14, 1908. 

Rule 215. 

500. Q. What copy of a train order must the 
operator keep? 

A. The lowest copy. 

EXPLANATION.— This is done as all the sig- 
natures will appear on the lowest copy and also 
because the lowest copy is liable not to be as 
plain as the other copies. 

Rule 216. 

501. Q. What are the requirements when 
orders are delivered by the train dispatcher? 

A. The same as at other offices. 

EXPLANATION.— Some roads require that 
an operator in the dispatcher's office copy the 
order during transmission the same as is done at 
other offices, for only in this manner can the rule 
be fully observed. 

RULE 217. 

502. Q. How should an order be addressed 
to a train which cannot be reached by telegraph? 

A. C. & E. No. — at care of . 

503. Q. Whose signature must be taken be- 
fore "complete" is given when form 31 is used, 
and with what copies should the person deliver- 
ing the order be supplied? 

A. The signature of the person in whose 
care the order is sent ; one for enginemen, one for 

126 



conductor, and one for the person who delivers 
the order. 

504. Q. What must he do with the copy he 
retains, and whose signature must appear 
thereon? 

A. The signature of the conductor and en- 
gineman of the train which is to use the order 
must appear on the order. He will deliver this 
copy to the first telegraph operator accessible. 

505. Q. Will the train receiving this order 
act on it as if complete had been given in the usual 
manner? 

A. Yes. 

506. Q. For orders sent as above can com- 
plete be given to an inferior train before the sig- 
nature of the conductor and engineman of the 
superior train, whose rights are thereby restrict- 
ed, have been received? 

A. No. 

EXPLANATION. — It sometimes happens 
that a train is delayed at a blind siding until it is 
unable to proceed against opposing trains, and in 
such a case it becomes necessary to send train 
orders to it in care of some person. When the 
"31" order is used in a case of this kind "com- 
plete" will be given to the order upon the receipt 
of the signature of the person in whose care the 
order is being sent. This person must be supplied 
with copies for the conductor and engineman of 
the train addressed, and also a copy on which he 
must take the signature of the conductor and 
engineman of the train addressed, which copy will 
then be delivered to the first telegraph operator 
accessible, who wil 1 immediately transmit the 
signatures to the train dispatcher. Orders so de- 
livered will be acted upon as if "complete" had 
been given in the usual manner. When orders are 
sent to a train at a non-telegraph station which 
restrict the superiority of such train, "complete" 

127 



must not be given to the inferior train until the 
signature of the conductor and engineman of the 
train at the non-telegraph station have been sent 
to the train dispatcher. 

Under no other conditions does the Standard 
Code require enginemen to sign train orders ex- 
cept in case a train order is sent to a train at a 
station after the train, has been cleared or the 
engine has passed the train order signal. 

RULE 218. 

507. Q. When a train is named in an order 
by its schedule number alone are all sections in- 
cluded? 

A. Yes. 

507a. Q. Must each section have copies of 
the order delivered to it? 

A. Yes. 

EXPLANATION.— When a train is named in 
a train order by its schedule number alone it has 
the same effect as if all sections were mentioned 
in the order. When possible the train dispatcher 
should designate each section, but as this is not 
always possible, Rule 218 furnishes a necessary 
explanation. When an order has been given for 
No. 1 to meet No. 2 at D and there are two sec- 
tions of No. 1, and it is desired to make a meet 
at C for No. 2 and 2d No. 1, the order should 
read, "No. 2 meet 2d No. 1 at C instead of D." 

To fully understand the effect of Rule 218 on 
an order one has simply to substitute the number 
of sections for the schedule number which has 
been used. For example, extra 2652 was given 
an order to run ahead of No. 21 until overtaken. 
No. 21 passed extra 2652 at C. In this case the 
order gave 2652 right to run ahead of all sections 
of No. 21, because the order named the train by 
its schedule number alone, and, because of this, 
when the first section overtakes extra 2652 it can 

128 



pass, and extra 2652 can proceed ahead of 2d No. 
21 until 2d 21 in turn overtakes the extra, when 
it can pass. In connection with this you will note 
that the rule requires that all sections must have 
a copy of the order, which makes the movement 
entirely safe and fully understood by all sections 
of No. 21. If it was the intention that the order 
simply cover a movement ahead of the first sec- 
tion, in such a case, then the rule would be in error 
in directing that all sections must have copies of 
the order, since in that case it would not affect 
any but the first. In short, when a train receives 
an order with respect to another train, which is 
mentioned by its schedule number alone, it must 
be regarded as including all sections. Each section 
receiving such an order must be prepared to 
execute the order. In fact, to understand such an 
order, substitute the words "all sections of No. 
21" for the words "No. 21," and the meaning will 
be clear. 

But it must be kept in mind that when the 
engine number is used in connection with the 
schedule number in a train order, all sections are 
not included, for the reason that the train has not 
been named by its schedule number "alone." Going 
back a little in the history of train rules it will be 
recalled that the Standard Code did not use the 
words, "By its schedule number alone" until the 
year 1906. Before that time the words, "unless 
particular sections are mentioned" were used. The 
reason for the change should be apparent. In- 
vestigation developed the fact that some roads 
were using the conductors name in addition to the 
schedule number and other roads were using the 
engine number in addition to the schedule number 
for the purpose of identifying a train. It was 
clearly recognized that when anything was added 
to the schedule number it was for the purpose of 
identifying a particular train and the wording of 

129 



rule 218 was changed to make it impossible for an 
order reading, "No. 99 engine 25" to include "2nd 
No. 99 engine 546." Or for an order reading "No. 
99 Smith," to include "2nd No. 99 Brown." 

Under the Standard code the engine number 
may be used if desired but if used all sections are 
not included. Some roads permit orders to be 
sent reading, "No. 99 engine unknown." Such 
practice is objectionable and is improper under 
standard rule 201 which requires that orders con- 
tain nothing which is not essential to such move- 
ment. The words, "engine unknown" are about as 
useless as anything which can enter into the con- 
struction of a train order. They do not assist in 
identification of a train nor in the execution of the 
order and should never be used as they are not 
authorized by standard forms or practice. 

RULE 219. 

508. Q. May an operator repeat or give the 
"X" response to a train order for a train, the 
engine of which has passed his train order signal, 
before he has ascertained that the conductor and 
engineman have been notified that he has orders 
for them? 

A. No. Not unless otherwise directed. 

EXPLANATION.— It is understood in Rule 
219 that it refers to the engine passing the signal 
while in the clear position, otherwise the signal 
would govern, and besides engine has no right to 
pass a train order signal while in the stop position. 

When an engine has passed the signal and it 
is desired to get orders to it the signature of the 
conductor and engineman must be obtained to the 
order before acknowledging receipt of the order. 
The rule says, "unless otherwise directed;" this 
means that in case the order is one which the train 
requires for its own movement before it can leave 

130 



the station, then the dispatcher can "otherwise 
direct" the operator, who may then repeat the 
order before obtaining the signatures. 

RULE 220. 

509. Q. How long do train orders, once in 
effect, continue so? 

A. Until fulfilled, superseded or annulled. 

510. Q. May part of any order specifying a 
particular movement be annulled or superseded? 

A. Yes. 

511. Q. Are orders held by or issued for a 
train which has lost its rights as per Rule 4 or 82, 
effective? 

A. No. 

512. Q. Does a part of an order relating to 
a regular train become void when such train loses 
both right and schedule as per Rule 4 and 82 or is 
annulled? 

A. Yes. 

EXPLANATION. — It is understood that 
when a train reaches its terminal all orders which 
it holds become void, t is also generally under- 
stood that when an extra train expires by limita- 
tion of time or place, any orders it holds become 
void unless special rules otherwise provide. 

Train orders once in effect continue so until 
fulfilled, superseded or annulled. 

Any part of an order specifying a particular 
movement may be either superseded or annulled. 
When an order, or part of an order, is superseded 
the words "instead of" are always used. If they 
are omitted no supersedure takes place. Orders 
held by or issued for, or any part of an order re- 
lating to a regular train, become of no effect when 
such train is annulled. The rules do not specially 
state the fact, but it is generally conceded that 
when a train reaches its terminal station on a 

m 



division, any train orders held by that train be- 
come of no effect. The terminal station of an 
extra train in such cases is considered to be the 
station to which they held orders to run extra and 
if upon arrival at such terminal station they are 
given orders to proceed extra to a new terminal 
station, should any orders which they held be 
needed to protect them on the new run, such 
orders must be repeated to them by the dispatcher 
when he creates the run. 

RULING. — Suppose an order is issued to No. 
1 at A and No. 2 at C, reading: "No. 1 will wait 
at B until 5 p. m. for No. 2." No. 1 beinor the 
superior train. Subsequently an order is issued 
to No. 1 at B and No. 2 at C, reading : "No. 1 and 
No. 2 will meet at C." Does the latter order cancel 
the previous time order? 

Answer. The committee refers to the first 
paragraph of Rule 473 (now Rule 220), "Train 
orders once in effect continue so until fulfilled, 
superseded or annulled." Therefore, if the train 
order had not expired at B, then that order must 
be annulled before the meeting order would be 
effective. Under the conditions named the second 
order should preferably read: "Order No. — is 
annulled. No. 1 and No. 2 will meet at C." 

CRITICISM.— Rule 220 does not cover the 
situation as fully as it might. We suggest that 
there be a paragraph added to the rule reading: 
"Orders held by, or any part of an order relating 
to, an extra train, become void when the existence 
of such train ends by limitation of time or place, 
or when the order creating it is annulled or super- 
seded." With an addition of this kind the rule 
would cover the situation and clear up several 
points which are now serious questions of pro- 
cedure. 

132 



RULE 221 (A). 

Note. — On roads where the normal indication 
of the signal is "proceed" the examiner will omit 
Questions on Rule 221A. 

513. Q. What will the fixed signal indicate 
at each train order office when the operator is on 
duty? 

A. Stop. 

514. Q. May a train pass the signal while 
stop is indicated? 

A. No. 

515. Q. When will this signal be fastened at 
"proceed?" 

A. When no operator is on duty. 

516. Q. If a train order signal is not dis- 
played at a night office, what is required of con- 
ductors and engineers? 

A. Stop and ascertain cause and report the 
facts from the next open telegraph office. 

517. Q. What signals must operators keep 
on hand to use if fixed signal fails? 

A. Hand signals. 

Note to Rule 221A. — The conditions which 
affect trains at stations vary so much that it is 
recommended each road adopt such regulations 
supplementary to this rule as may best suit its 
own requirements. 

EXPLANATION. — There are two rules 
shown in the Standard Code governing the use of 
the train order signal. 

The first rule (221A) is intended for use on 
roads where the normal indication of the signal 
is "stop." The other rule (221B) is to be used on 
roads where the normal indication of the signal 
is "clear." 

Rule 221 (A) requires that fixed signal must 
be used at each train order office, which must 

133 



indicate "stop" when there is an operator on duty, 
except when changed to proceed to permit a train 
to pass, after giving it orders, or for which there 
are no orders. 

If the fixed signal is not displayed at an office 
where an operator should be on duty at night, 
trains which have not been notified otherwise 
must stop and find out the cause, and report the 
facts from the next open telegraph station. When 
the semaphore is used at a train order station it 
will indicate "stop" when horizontal ; and proceed, 
when in an inclined position. 

When stop is indicated a train must not pass 
the signal. When the signal is cleared for a train 
to pass, it must be returned to stop as soon as 
the train is by. It may only be fastened in the 
proceed position when there is no operator on 
duty. Operators must provide themselves with 
proper appliances for hand signaling and have 
them ready for immediate use, if for any reason 
the fixed signal should fail to work properly. 

RULE 221 (B). 

Note. — On roads where the normal indication 
of the signals is "stop," examiners will omit Ques- 
tions on Rule 221B. 

518. Q. What kind of a signal must be used 
at each train order office? 

A. A fixed signal. 

518a. Q. What will the fixed signal at each 
train order office indicate when there are no 
orders? 

A. Proceed. 

519. Q. When there are orders what will it 
indicate? 

A. Stop. 

520. Q. When an operator receives the 
signal "31" or "19" what will he do? 

134 



A. Immediately display stop signal and re- 
ply, "stop displayed." 

521. Q. Must the dispatcher give direction 
when he gives the "31" or "19" symbol? 

A. Yes. 

522. Q. When train order signal is displayed 
at stop, under what conditions may a train pass it? 

A. When a clearance card is issued. 

523. Q. If signals are not displayed from a 
night office, what must trains do? 

A. Stop and ascertain cause and report from 
next open telegraph office. 

524. Q. In what position is the signal to in- 
dicate stop? 

A. . 

525. Q. Must operators keep hand signals 
ready for use should fixed signals fail? 

A. Yes. 

Notes toRules 221A and 221B.— The Commit- 
tee has recommended two forms of Rule 221, leav- 
ing it discretionary to adopt one or both of these 
forms according to the circumstances of the traffic. 

EXPLANATION.— If a train stops while stop 
is indicated and operator changes signal to pro- 
ceed, the train may go on signal from conductor, 
without orders or clearance card, provided the 
engineman can see that the signal is clear. 

Rule 221 (B) requires that a fixed signal must 
be used at each train order office, which must in- 
dicate stop when trains are to be stopped for 
orders, but when there are no orders the signal 
must indicate "proceed," When the operator re- 
ceives the signal "31" or "19" followed by the 
direction, he must immediately display the stop 
signal for the direction indicated and reply "stop 
displayed," and until the orders have been de- 
livered or annulled the signal must not be restored 
to proceed. The operator in saying "stop dis- 
played" will use the letters "s. d.," which stand for 

135 



"stop displayed." While stop is indicated trains 
must not proceed without a clearance card. Oper- 
ators must provide themselves with proper ap- 
pliances, ready for immediate use, so they can 
signal the train by hand, should the fixed signal 
fail to work. 

If a signal is not displayed at an office, which 
should be open at night, trains which have not 
been notified that such office is closed, must stop 
and ascertain the cause, and report the fact from 
the next open telegraph station. When the sema- 
phore is used at a train order station it indicates 
"stop" when horizontal and "proceed" when in an 
inclined position. 

NOTE. — When an order is put out at an office 
at an hour when such office is supposed to be 
closed, extra precaution must be taken to insure 
delivery of the order. The train should be notified 
at open office that the "closed" office will be 
opened and a flag should be used in addition to the 
signal. Accidents have resulted because extra 
precaution was not taken in cases of this kind. 

RULE 222. 

526. Q. Will operators record the time of 
trains and report same? 

A. Yes. 

EXPLANATION. — In our opinion there is 
too little attention given to Rule 222. When a dis- 
patcher is calling an operator for an 0. S. his time 
is being wasted and the movement of trains is cor- 
respondingly impaired, and if there was nothing 
more to be said on the subject than this it would 
merit more attention than it now receives. But 
there is another and more serious side to Rule 222. 
A great many collisions have been prevented by a 
prompt train report being given to the train dis- 
patcher, which has enabled him to stop some op- 
posing train in time to prevent an accident. A few 

136 



minutes delay in an O. S. and both trains may be 
between stations where they cannot be reached. 
In looking over a detailed report of accidents 
you will find that quite a number of them could 
have been prevented by the prompt report of a 
train to the dispatcher. 

RULE 223. 

527. Q. May specified signs be used? 
A. Yes. 

EXLANATION. — This rule concerns the 
movement of trains by telegraph and it permits 
the use of the following abbreviations and signals : 

Initials for the signature of the . 

Such office and other signals as are arranged 
by the . 

C & E for the Conductor and Engineman. 

X — Train will be held until order is made 
"complete." 

Com — for Complete. 

OS — Train Report. 

No — for Number. 

Eng — for Engine. 

Sec — for Section. 

Psgr — for Passenger. 

Frt — for Freight. 

Mins — for Minutes. 

Jet — for Junction. 

Dispr — for Dispatcher. 

Opr — for Operator. 

31 or 19 — to clear the line for Train Orders, 
and for Operators to ask for Train Orders. 

S D — f or "Stop Displayed." 

The usual abbreviations for the names of the 
months and stations. 



137 



FORMS OF TRAIN ORDERS 



EXPLANATION.— When the conductor signs 
an order he is responsible for his train being 
safely held or moved in accordance with the order. 
The engineman is equally responsible, but not until 
he has received his copy of the order. The con- 
ductor has not the right to sign for an order un- 
less he is sure that he has train fully in his control. 

When a train is run extra on a schedule such 
extra does not lose its rights when it is 12 hours 
late. 

When one train holds orders concerning 
another train which has become twelve hours late, 
such orders, or parts of orders as relate to the 
train which is twelve hours late, become of no 
effect. When a train reaches its terminal, any 
orders which it may hold become void, and should 
the same crew be started out from that terminal 
on another train, it must be given new copies of 
all orders by which they are to be governed. The 
terminal for an extra train is considered as being 
the point to which it is ordered to run extra. If 
such extra train is moved beyond this point on a 
subsequent order it is considered as being a new 
train, and must be protected as such. A regular 
train exists by authority of its schedule, on certain 
days, between definite points; an extra exists by 
authority of the train order, which gave it right 
to run from one certain point to another certain 
point and it has no existence except between those 
certain points. Consequently all orders addressed 
to it must be limited to the particular train to 

138 



which they are addressed; also for use on the 
particular portion of track over which such train 
is authorized to move, and these orders neces- 
sarily cease to exist when that particular train 
ceases to exist. 

When a train is annulled, as per Form K, all 
orders held by that train, or held by other trains 
concerning such train, become void. When a train 
loses its right and schedule, as per Rule 4, any 
train orders which it holds become void. Except 
as above stated, all train orders once in effect con- 
tinue so until fulfilled, superseded or annulled. 

A train order is considered fulfilled when all 
provisions contained in the order are carried out. 
To supersede an order or part of an order the 
words "instead of" must always be used, and 
then, only such part of the order is superseded 
as the words "instead of" refer to. There may 
be two or three meeting points in an order, one 
or more of which can be superseded; any pro- 
vision that can be specified can be superseded in 
a train order. A train order or part of an order 
can be annulled by a subsequent order stating 

that, "that part of order No. reading 

is annulled." In case the whole of the 

order is to be annulled, the annulling order simply 
refers to the number of the order which is to be 
annulled. 

All roads are not uniform in the use of the 
"19" and "31" train order. Under the Standard 
Code the "19" order can be used for any purpose, 
but some roads restrict the use of the "19" order 
to movements which do not restrict the right of 
the train addressed. All standard forms of orders 
with one or two exceptions are so worded that the 
order which takes away superiority from one 
train, confers it upon another in the same words. 

The rules provide that train orders automat- 

139 



ically supersede time-table authority with which 
they conflict. 

Orders should never be given directing a train 
to run ahead of time, for the rules do not protect 
a train ahead of time. If it is desired to run a 
train ahead of time it should be run extra. 

Trainmen should furnish the dispatcher with 
all the information possible concerning their 
train, so that its movements may be anticipated 
fully. When a train has work to do at a station 
the dispatcher should be kept posted as to the 
progress of the work. 

Train orders which are not easily read, or 
which contain changes or erasures, or contain 
words between the lines must be refused by 
trainmen, as such orders are liable to be mis- 
leading, and thus cause confusion or accident. 

Any of the prescribed forms may be combined 
with other forms but good judgment, backed up 
by the wording of Rule 201, dictates that no move- 
ment should be put in a train order which does not 
directly affect the first train named in the order. 

The method of handling train orders is fully 
explained in Rules 201 and 223. The Standard 
Code provides that train orders should be issued 
as outlined in the different train order forms 
which the Code contains. If it becomes neces- 
sary to depart from the authorized forms it is 
permissible to do so, but there are very few cases 
in which it becomes necessary to improvise forms 
to cover a special complication. 

When train orders conflict they should not 
be acted upon. 

The fact that one train order may bear a 
higher or a lower number than another must not 
be taken as authority to obey one and disregard 
the other. 

140 



Form A. 

595. Q. How will two opposing trains hold- 
ing orders to meet at a certain station run with 
respect to each other? 

A. Run with respect to each other to the 
designated station and there meet in the manner 
provided by the rules. 

596. Q. In the case of trains of the same 
class, what rule is referred to? 

A. Rule 88, with respect to taking siding. 

597. Q. If the trains are of different classes, 
what rule is concerned? 

A. Rule 89. 

598. Q. Should a meeting order be sent for 
delivery to a train at the meeting point? 

A. Not if it can be avoided. 

599. Q. If an order is sent to the meeting 
point what should be added to the order? 

A. "No. gets this order at ." 

600. Q. If, as conductor or engineman of No. 
2 you held an order reading "No. 2 meet No. 1 
at A" and No. 1 arrived at A displaying signals, 
how would you be governed? 

A. Would remain at "A" for following sec- 
tions. This because Rule 218 states that when a 
train is named in a train order by its schedule 
number alone all sections are included. 

601. Q. If you held an order to meet 2d No. 
1 at "A" and 2d No. 1 arrived with signals, how 
would you be governed, No. 2 being a train of 
superior class? 

A. Would proceed, as a particular section 
was mentioned in the order, therefore no other 
sections were included. 

602. Q. If second No. 1 arrived without sig- 
nals and with no markers, would you proceed? 

A. No; a train must not be considered as 
having been met until its markers have arrived. 

141 



603. Q. If as conductor or enginemen of No. 
2 you held an order reading "No. 2 meets 1st 
No. 1 at C and 2d No. 1 at E" and on arrival at 
E you received an order reading, "No. 2 meet 2d 
No. 1 at F," how would you be governed? 

A. Would remain at "E" until got proper 
orders; as the order to meet at "F" does not 
contain the words "instead of," it does not super- 
sede the former order, therefore the orders con- 
flict, and No. 2 should not proceed until the orders 
are corrected. 

604. Q. If No. 2 held order No. 1 reading 
"No. 2 meet No. 1 at B," and No. 1 arrived at B 
with signals and another order was given read- 
ing, "No. 2 meet 2d No. 1 at C instead of B" and 
when No. 2 reaches C it finds 2d No. 1 displaying 
signals, what must it do, No. 2 being a train of 
superior direction? 

A. No. 2 must immediately get clear expect- 
ing 3rd No. 1 to be on their way to B under the 
right conferred by order No. 1, as only that part 
of order No. 1 was superseded that referred to 
2nd No. 1. 

Rule 218 is so worded that it requires order 
No. 1 to be delivered to all sections of No. 1 as 
all sections are included — No particular section 
being specified. 

604a. Q. If an order was issued reading No. 
2 meet No. 1 engine 546 at B and No. 1 engine 546 
arrived at B displaying signals; how would No. 2 
be governed? 

A. No. 2 could proceed as No. 1 was not 
named by its schedule number alone, the engine 
number having been added. 

EXPLANATION.— Supposing the following 
orders were issued : "No. 1 meet No. 2 at A. No. 
2 take siding." "No. 1 meet No. 2 at B instead 
of A." Which train will side-track at B? Under 
the rules No. 2 should side-track at B, as the first 

142 



order was a two-movement order and only one 
movement has been superseded. In support of 
this position it must be admitted that No. 2 has 
certain privileges any one or more of which may 
be taken away by train order. For example, No. 
2, a train of superior direction, may proceed 
against No. 1. However, when a meeting point 
is fixed with No. 1 the privilege to proceed against 
No. 1 beyond such point is taken away, but it still 
has the privilege of holding the main track at the 
meeting point unless it is also taken away. Both 
of these privileges are separate and distinct and 
the superseding of the meeting portion of the 
order does not supersede the side-tracking pro- 
vision any more than the superseding of the side- 
tracking provision supersedes the meeting point 
provision. In fact the order to side-track might 
be a separate order reading: "No. 1 side-track 
for No. 2." The effect is the same in either case. 
But for the reason that all men do not understand 
this point alike, every railroad company should 
make a ruling on this point one way or the other, 
so that trainmen will know what is expected of 
them. 

The explanation following Form A reads, 
"Trains receiving these orders will run with re- 
spect to each other to the designated points and 
there meet in the manner provided by the Rules." 

At a meeting point between two trains should 
either one arrive without markers, no movement 
can be made by the opposing train until the mark- 
ers arrive, as they indicate the rear end of a train. 

Referring to No. 2 holding an order to meet 
No. 1 at A and being instructed thereby to take 
siding and later the meeting point being changed 
to B ; in this case it must be understood that No. 2 
is to take siding for No. 1 and to fulfill the train 
order No. 2 must take siding where it meets No. 1. 
If the take siding only applied at A then No. 2 

143 



could pull through the siding at A and fulfill that 
portion of the order, or if we are to hold that the 
take siding can only be fulfilled at A then we must 
insist that No. 2 has no authority to leave A until 
that portion of the order is superseded or annulled. 

RULING. — Q. Assuming that a road is 
working under Standard Rule for single track, and 
is double track between A and B, single track be- 
tween B and C, and double track between C and D. 

In case order is issued: "Engine 1 will run 
extra A to D and meet No. 2 at C." Will it be 
necessary for Extra 1 to wait at C until No. 2 
arrives, in the absence of any orders regarding 
No. 2 using the track which extra 1 would use 
under time-table rules C to D, both C and D being 
register points so that No. 2 would know that 
extra 1 had arrived at C ? 

A. In answering, attention is called to the 
fact that the inquiry is based on the use of a 
wrong form or order, and therefore is not one 
which the committee can rule on. An order as 
per form C should have been used, reading: 
"Extra 1 has right over No. 2 B to C." — Ruling 
Sept. 11, 1901. 

"No. 40 and work extra 237 will meet at 
Rome." At 8 p. m. on the expiration of the work 
limits, work extra has not reached Rome. How 
are both trains to be governed after this hour ? 

A. No. 40 could not pass Rome without 
orders, and if work extra 237 had orders to work 
only to 8 p. m., it has no right to the track after 
that hour. Under the circumstances, the Form E 
should have been used. — Sept. 7, 1893. 

DECISION. — In answer to a question submit- 
ted, the committee stated that the two forms, 
Form A and Form C, may be used in conjunction 
for the same trains. — April 14, 1892. 

Q. Train No. 2, ruling train on account of 
direction, receives an order to meet train No. 1 at 

144 



station and take siding. Later, this order is 
changed by an order reading, "No. 2 will meet No. 
1 at B instead of A." In the later order, nothing 
is said as to which train shall take the siding. 
Under this order, the trains meeting at B, which 
train should take the siding ? 

A. The superseding order would be an im- 
proper one under the circumstances and the first 
order should be annulled in order to avoid mis- 
understanding. Should the orders be sent as in- 
dicated in the question, it is the committee's 
opinion that No. 1 should take the siding at B. 
The first order specifically directed that No. 2 
should take siding at A and the new order changes 
the meeting point to B, but does not specifically 
state that No. 2 is to take the siding; hence, the 
trains would naturally revert to their original 
authority to the main track. 

NOTE. — The committee's reply does not seem 
to be clearly defined. The first sentence of the 
reply is correct under standard rules but the bal- 
ance of the reply is not based upon a clear under- 
standing of the right conferred by the order, but 
instead permits an authorized movement to go by 
default without due process of rule as outlined in 
the standard code itself. It is the Editor's opinion 
that no attempt should be made to straddle the 
question. If that part of the order should have 
been superseded then it clearly indicates that that 
part of the order is still in effect and as the take 
siding can only apply between the trains involved 
the ruling does not appear logical. — Editor. 

CRITICISM.— Form A is defective in that it 
fails to provide an example directing a superior 
train to take siding at the meeting point with an 
inferior train. It should contain a note after 
example (1) reading, "This form may be mod- 
ified by adding: No. take siding." Also a 

note should be added to the explanation reading, 

145 



"When a superior train is ordered to take the 
siding at the meeting point, such provision applies 
only at the meeting point made by the order con- 
taining the take-siding provision." 

Or if it is desired that the "take siding" pro- 
vision remain in effect until fulfilled, superseded, 
or annulled, the proposed explanation should be 
omitted. 

FORM B. 

605. Q. If as conductor or engineman of No. 

1, you held an order reading: "No. 1 pass No. 3 
at A" how would you be governed? 

A. Approach A — prepared to stop, unless 
could plainly see that No. 3 was clear and switches 
all right. 

606. Q. If as conductor or engineman of No. 
6 you held an order reading: "Extra 580 East 
run ahead of No. 6 A to B," how would you be 
governed? 

A. Would not pass the extra or exceed their 
speed between the points named, and would ap- 
roach B — prepared to stop unless Extra 580 was 
clear and switches all right. 

607. Q. If Extra 28 received an order read- 
ing: "Ex 28 pass No. 2 at C" would this be suf- 
ficient for the extra to pass and proceed ahead of 
No. 2? 

A. Yes. An order for an inferior train to 
pass a superior train is authority for the inferior 
train to pass and proceed ahead of the superior 
train. 

608. Q. Do trains of any class require orders 
to pass trains of the same class in the same direc- 
tion? 

A. No. 

609. Q. Do extras require orders to pass 
extras? 

A. No. 

146 



EXPLANATION. — When an inferior train re- 
ceives an order to pass a superior train, right is 
conferred to run ahead of the train passed from 
the designated point. 

A train receiving an order to run ahead of a 
superior train until overtaken must arrange for 
the rear train to pass promptly when overtaken. 

A train running to a designated point ahead 
of a superior train must clear promptly upon ar- 
rival at that point. 

Nothing in a Form B order must be construed 
so as to relieve trainmen from the duty of pro- 
tecting their trains as required by rule. 

Some hold the idea that an order to run ahead 
of another train gives such train some sort of 
protection more than it had before with respect 
to flagging, but such is not the case. When an 
order is issued for one train to run ahead of 
another both trains must exercise the same care 
as before, no more or less ; enginemen must at all 
times keep a sharp lookout ahead for flag or for 
obstruction on the track and the flagman of any 
train must go back imediately with stop signals 
if his train is delayed under circumstances in 
which it may be overtaken by a following train. 
The idea in requiring extra trains or trains of an 
inferior class, to keep clear of trains moving in the 
same direction which are of superior class, is not 
as a protection to either train concerned but it is 
for the purpose of permitting the more important 
trains to move with little or no delay by the less 
important trains. 

Example (3) arranges for an inferior train 
to run ahead of a regular train from one definite 
point to another. When this form is used the 
standard code requires that the second-named 
train must not exceed the speed of the train which 
is running ahead of them between the points 
designated. Such instructions are rather vague 

147 



and in most cases cannot be obeyed. In fulfilling" 
this requirement we prefer that the student con- 
sider the explanation as meaning that the second- 
named train will run with such caution as to 
prevent accident with the first named train be- 
tween the points named. 

RULING — Q. The question has been asked 
me whether the train order Form B (3) gives the 
first-named train the right to run on the time of 
the second-named train, and if so, under what 
regulations ? 

A. Yes; under the restrictions as given in 
the last paragraph of Form B (now the explana- 
tion to (3).— Ruling Sept. 24, 1900. 

Q. At a meeting recently held for the pur- 
pose of revising our book of Rules and Regulations 
of the Operating Department, a discussion was 
had concerning Example 3 of Form B Train 
Order, wherein it is stated that the regular train 
will not exceed the speed of the extra train be- 
tween the designated points. The question was 
raisd as to how the regular train would determine 
the speed of the extra train. 

A. The Standard Code of The American 
Railway Association does not provide for rules 
covering certain details of operation, but as 
pointed out in numerous foot notes, leaves such 
matters to be covered by each road to suit its in- 
dividual requirements. The Committee on Train 
Rules does not attempt to establish speeds for 
extra train movement. In the case of railroads 
equipped with automatic or other block signal 
systems, the answer to this question is found in 
the protection afforded by such system. In the 
absence of block signals, information covering 
speed would probably be found in the special in- 
structions contained in the time-table, or by 
bulletin notice, or other practice in vogue. Thus, 
if the rules of the railroad restricted the speed of 

148 



extra trains to 30 miles per hour, the second 
named train would not, under Example 3 of Form 
B, exceed those speeds. If, however, there were 
no rules in force placing a speed restriction upon 
extra trains, it would appear that Rules 105 and 
106 should apply in the case of the second named 
train, and that good judgment and knowledge on 
the part of the engineman of that train as to the 
average, or probable, speed that an extra train 
would actually make on that portion of the road 
should govern. 

Question. — Extra 1540 west received the fol- 
lowing order: "Extra 1540 west run ahead of No. 
3, engine 2189, B until overtaken." Extra 1540 
west is overtaken by No. 3 displaying signals. Has 
extra 1540 west the right to proceed ahead of 2nd 
No. 3? 

Answer. — Under the order quoted extra 1540 
west will run ahead of No. 3 until overtaken and 
then arrange for No. 3 to pass promptly. Rule No. 
95 reads: "Two or more sections may be run on 
the same schedule. Each section has equal time- 
table authority." Rule 218 reads: "When a train 
is named in a train order by its schedule number 
alone, all sections of that schedule are included, 
and each must have copies delivered to it." It is 
therefore necessary for extra 1540 after being 
overtaken by 1st No. 3, unless otherwise directed, 
to remain on the siding until all sections of No. 3 
have passed. 

Note. — In the question submitted to the Asso- 
ciation it will be noticed that the engine number 
was used in connection with the schedule number 
of No. 3, and for this reason the order could not 
come within the scope of standard rule 218, which 
requires that the train must be named by its 
schedule number alone. — Editor. 

CRITICISM.— The explanation to example 
<3) states that the second-named train must not 

149 



exceed the speed of the first-named train between 
the points designated. As a matter of fact this 
provision is almost impossible of fulfillment, and 
granting that the second-named train could main- 
tain the same speed as the last-named train, it 
would be no assurance that the second-named 
train would not run into the first-named train. 
The explanation should read, "The second-named 
train will run with such caution as to prevent 
accident with the first-named train." Or better 
still, the explanation should simply state the fact 
that extra 594 east would run ahead of No. 6, M 
to B, and there arrange for No. 6 to pass prompt- 
ly. This for the reason that enginemen must at 
all times keep a close lookout for trains ahead 
and also flagman must protect the rear end of a 
train, therefore the necessity for special instruc- 
tions with regard to caution in this particular case 
seems superfluous. 

FORM C. 

610. Q. If, as conductor or engineman of 
No. 2, you held an order reading : "No. 1 has right 
over No. 2 A— to F— ," would you pass F — before 
the arrival of No. 1? 

A. Yes, in case we had our running time and 
clearance to make an intermediate point for No. 1. 

611. Q. If, as conductor or engineman of No. 
2, you held an order reading: "Extra East 580 has 
right over No. 2 A— to F — ," would you go be- 
yond F — before the arrival of the extra train, and 
if not, why? 

A. No; because Extra 580's time is not re- 
stricted by time-table. 

612. Q. As conductor or engineman of Ex- 
tra East 580 — how would you be governed? 

A. Proceed from A — to F — against No. 3 
and take the sidetrack at F — . 

613. Q. If your order to run extra extended 

150 



beyond F — « and No. 2 had not reached there on 
your arrival, would you proceed against No. 2, 
and if so, under what circumstances? 

A. In case we had time to make a point be- 
yond F — and clear the time of No. 2, would pro- 
ceed, clearing their time as required by rule. 

614. Q. If you were on No. 2, a superior 
train, and held an order reading: "No. 1 has right 
over No. 2 A— to F— ," and you should receive 
another order reading : "No. 2 meet No. 1 at G — ," 
would you pass F— ? 

A. Yes; would proceed to C and take siding 
for No. 1. The right of track order simply re- 
verses the rights of the trains between the points 
named. 

615. Q. If you were on No. 2 and held the 
same orders, except the meeting point was at A — , 
would you take siding? 

A. No. If trains meet between the desig- 
nated points No. 2 must side-track, but if at either 
of the designated points. No. 1 must side-track. 

616. Q. When a right of track order is given 
to a train of inferior class against a train of 
superior class to a designated point, which train 
is required to take the siding? 

A. If met between the points named in the 
order, the train of superior class. 

618. Q. If a right of track order is given an 
extra train against a superior class train to a 
designated point, can the superior class train move 
beyond that point if the extra has not arrived? 

A. No. 

EXPLANATION.— The avowed intention of 
a Form C order is simply to reverse the rights of 
trains. An inferior train moving under a Form C 
order against a superior train has the same 
superiority over such train as such superior train 
had over said inferior train before the Form C 
order was issued. 

151 



A right of track order gives right to the train 
first named over the other train or trains between 
the points named, and if the trains meet at either 
one of the points named, the first-named train 
must take siding if they meet between the points 
named the second-named train or trains must take 
siding. 

When an extra train is given right over a 
regular train the regular train must not go beyond 
the point last named until the extra train arrives. 

RULING. — Q. There has recently been con- 
siderable discussion among transportation men in 
this locality embracing several of the larger rail- 
roads, in regard to Form C, and by a number it is 
stated that this Rule is not clearly understood, 
although embodied generally in all Books of Rules. 

We think we understand all but the last para- 
graph wherein it specifies, that if the second 
named train, "before meeting," reaches a point 
within or beyond the limits named in the order, 
the conductor must stop the other train where it 
is met and inform it of his arrival. 

We do not see how the second train can get 
beyond the limits without a second order making 
a meeting point or in some similar manner advis- 
ing the first named train of the identity of the 
second train. If so this necessity for stopping and 
advising what train it is appears to us to be super- 
fluous. 

The special point in this paragraph is the 
words "before meeting," which causes difference 
of opinion. 

A. Form C was formulated for the purpose 
of reversing the superiority of trains, the inferior 
train becoming superior within the limits named 
in the order. 

The intention is that the second named train 
may continue until it meets the first named train, 

152 



clearing it properly within the limits named in the 
order. 

The paragraph to which reference is made is 
intended to insure the identification by the first- 
named train of the second-named train wherever 
they may meet, so that the first-named train may 
continue beyond the limit named in the order. — 
Ruling March 11, 1903. 

Note. — Since this ruling was made, the expla- 
nation containing the words "before meeting," has 
been eliminated. 

Q. What is the general practice where rights 
are extended as well as shortened ? For example : 
Order No. 1. No. 1 has right over No. 2 A to D. 
Order No. 2. No. 1 has right over No. 2 to G; 
would you say No. 1 has the right over No. 2 to 
G instead of D? 

A. The examples here given are not in 
accord with the Standard Code practice. The 
question may be answered by simply quoting from 
the Standard Code the forms therein provided, and 
which should be used: 

Form C, Order No. 1. No. 1 has right over 
No. 2 A to D. Form P. Order No. 2. No. 1 has 
right over No. 2 A to G instead of D. — Ruling 
Sept. 21, 1904. 

Question. If an inferior train is given rights 
against a superior train to a designated point, is it 
competent for the train dispatcher to issue sub- 
sequently an order making a definite meeting point 
between the trains designated at an intermediate 
station, unless and until the previous order giving 
rights to the inferior train is superseded or an- 
nulled? 

Answer. The Committee decided that it was 
competent and proper for the dispatcher to make 
a definite meeting point between the trains desig- 
nated by a Form C order at an intermediate sta- 

153 



tion, and it would not be necessary to previously 
annul the order giving the rights before doing so. 
—April 14, 1892. 

Question. Northbound, odd numbers are rul- 
ing trains; No. 2 gets an order at A giving it 
rights against No. 1 A to F. A subsequent order 
is given that No. 1 and No. 2 will meet at E, E 
being an intermediate station, what train takes 
the siding ? Does the meeting order kill the order 
giving the rights ? 

Answer. The committee decided that the 
train having the rights under the special order 
would hold the main track. — March 8, 1894. 

Question. I would be pleased to have a ruling 
as to the proper interpretation of the following 
train orders: At A extra 375 receives order No. 
50 to meet No. 25 at B. Upon arrival of extra 
375 at B, conductor was proffered order No. 51, 
giving him right over No. 25 to C. Conductor re- 
fused to accept order No. 51 until order No. 50 
had been annulled. The dispatcher proceeded to 
annul order No. 50, completing order No. 51, then 
extra 375 proceeded towards C. Previous to an- 
nulment of order No. 50 to extra 375 at B, No. 
25 had received and accepted both orders. Nos. 
50 and 51, at B, and had departed. Having in 
their possession two orders, neither of which had 
been annulled to them, and with no intervening 
telegraph station between D and C, upon their ar- 
rival at C they proceeded towards B and met 
extra 375 on main line. The mistake of the dis- 
patcher is unquestioned. What I desire to have 
your ruling on is as to the manner in which No. 
25, with two orders, should have observed them. 
In other words, should No. 25 have attempted to 
pass C before the arrival of extra 375, and if so, 
in what manner ? 

Answer. In the opinion of the committee No. 

154 



25 should not have passed C before the arrival of 
extra 375.— Ruling Sept. 21, 1904. 

Note — Since this ruling was made the note 
following Form C order has been changed. We 
think the above ruling was never warranted by 
the old note to Form C, as this note referred only 
to the one order the same as all other explanations 
to train order forms. 

The note to Form C simply stated a principle 
where the one order was concerned, but was not 
intended to govern other orders that could be 
properly given. The code as revised, 1906, con- 
tains the words "unless directed by train order to 
do so," following the 2d example to Form C, but 
we see no more necessity for that statement in 
Form C than we do in Form E, or the 3d example 
of Form G. In adding these words the committee 
have departed from the principle on which the 
other explanations to train order forms are based. 
—Ed. 

CRITICISM.— The words "unless directed by 
train order to do so," in the explanation to Form 
C are objectionable because they insinuate that 
the other forms are binding, as they do not make 
this exception. Take for example Form E, also 
example (3) of Form G, if the principle of these 
words under Form C were carried out, a subse- 
quent meet order would in many cases be impos- 
sible of fulfillment until the Form E or G order 
was annulled, for the reason that the inferior train 
would have to get clear at the time stated in the 
order regardless of the fact that it held a meet 
with the train. Example (3) of Form G sets a 
definite time, Form E sets a definite time, and 
Form C a definite place, if, as is intimated, it is 
necessary under a Form C order to make an ex- 
ception as stated above before another order can 
be used in connection with the form mentioned, 

155 



then it is equally necessary in case of the other 
forms. 

We prefer to regard such forms as making 
the change in the schedule of the train as indicated 
by the explanation, leaving other meeting orders 
or right of track orders to be governed in turn by 
the explanations given them. To attempt to do 
more than this is to invite complications. 

Form C and example (3) of Form G are used 
to reverse the rights of trains, and it should be 
plain to anyone that a meeting point may be fixed 
for trains whether they are superior by time- 
table or right, otherwise the code would be a fail- 
ure. In our opinion the note to each form should 
simply state the fact as governed by the order 
explained, and not attempt to explain other forms 
in connection therewith. It would be as necessary 
to add to Rule 86 or 87, the words, "unless directed 
by train order to do so" as to add those words to 
the explanation of Form C. 

Form E. 

619. Q. If on No. 2 you hold an order read- 
ing: "No. 2 wait at A till 11:00 a. m. for No. 1," 
how would you be governed? 

A. Would not pass A — before 11 a. m. unless 
No. 1 had arrived. 

620. Q. As Conductor or Engineman of No. 
1 how would you be governed, both being first- 
class trains? 

A. Proceed to A and take siding, if could 
make A and clear main track by 11 a. m. If un- 
able to make A and clear as required, would ar- 
range to clear the main line at some intermediate 
station by the time required. 

621. Q. How would a train of inferior right 
be governed if it received an order reading : "No. 
1 run 20 min. late A to F?" 

A. Would consider the schedule of No. 1 as 

156 



20 minutes later than shown on time-table between 
A and F. 

622. Q. If on an inferior opposing train and 
received an order reading: "No. 1 run 2 hours 
late A to B and 1 hour late B to C," how much 
time could you use to make B? 

A. One hour more than can be used when 
holding no orders. 

622a. Q. If on an inferior train and received 
an order reading, Nos. 1 and 3 wait at N until 
10 a. m.; P until 10:30 a. m.; R until 10:55 a. m., 
how would you be governed? 

A. Would consider the time stated in the 
order as though it was the schedule time for Nos. 
1 and 3. 

EXPLANATION.— Under a Form E order 
trains using the time must clear such time the 
same as before required to clear the regular 
schedule time. 

Trains can only use the time under Form E, 
examples 1 and 2 between the points named in 
the order, and never from a point beyond a point 
named, to make one of the points named in the 
order. Example, "No. 1 run 20 min. late A to B," 
a train could not use this 20 min. to make B 
from C. 

All of the examples under Form E can be used 
in connection with an extra train created by ex- 
ample (3) of Form G. That is, if a train has been 
run extra on a schedule, such extra can be given 
an order to run 20 min. late, and other trains re- 
ceiving the order can use the time the same as 
they use the time of a regular train. 

A Form E order cannot be used to advance a 
train of the same class beyond the schedule pass- 
ing point. 

Example (4) is used when it is desired that 
one or more trains wait at several stations. This 
order is specially valuable when superior trains 



are running close together, and besides is a good 
order for inferior trains as they do not have to 
add time to the schedule, in order to know how 
much time they can use. 

RULING. — Question. No. 1 is instructed to 
run 10 min. late New York to Rochester; they pass 
Syracuse 10 min. late, which is the last station 
they are timed at east of Rochester ; the train has 
but one time at Rochester, which is the leaving 
time, and, consequently, there is no time for them 
to arrive 10 min. late by. Their running time 
from Syracuse is slow enough to enable them to 
make up this 10 min. and be ready to leave 
Rochester on time, or within one or two minutes 
of it, and as their order expired as soon as they 
arrived at Rochester, what prevents them from 
leaving Syracuse 10 min. late and arriving at 
Rochester at their leaving time, they have no ar- 
riving time and its being generally understood 
that train is due to reach next station (if no arriv- 
ing time is given) as soon as they can get there 
after leaving the last station as ordered or re- 
quired by schedule. 

Answer. No. 1 with an order to run 10 min. 
late New York to Rochester, should leave all inter- 
mediate stations 10 min. late, and arrive at 
Rochester (as no arriving time is shown there) 
as much ahead of its leaving time as would be per- 
mitted to do when running without an order ; that 
is to say, the only difference this order makes is 
that the figures on the time-table are changed 10 
min. later between the points specified in the 
order, and, as there is only one time given at 
Rochester, which is the leaving time, the order 
practically expired when the train left Syracuse. — 
Oct. 13, 1891. 

Question. Under example 1, Form E, special 
East leaves Omaha with an order reading that 
No. 1 will run 30 min. late New York to Chicago. 

158 



Will this give the special until 3:25 to reach 
Chicago, or must they reach there at 2:55? If 
they must reach there by 2:55 of course they are 
not aided any against No. 1 by the order, as they 
have a right to go there at 2:55, 3 o'clock being 
the leaving time of No. 1. It is argued that No. 
l's order has expired on her arrival at Chicago 30 
min. late, at 3 o'clock, and has nothing to do with 
her leaving at 3 K or 3:01 provided her work is 
done, or she has none to do, and of course, in this 
event the special would not be helped any by the 
order. A great many conductors have said they 
would run against No. 1 until 3:25 to make 
Chicago. 

Answer. Inasmuch as the order delivered to 
the special at Omaha did not control the move- 
ment of No. 1 west of Chicago, the order could 
not have been used by the special until after its 
arrival at Chicago. It was therefore an improp- 
er order to issue to move the special from Omaha 
to Chicago. If it was the purpose to move the 
special to Chicago against No. 1 the order pre- 
scribed in No. 2 (now No. 3), Form E, should have 
been used. In the opinion of the committee the 
issuing of this order as stated, gave rise to the 
difficulty which the gentleman mentions. — Oct. 13, 
1891. 

Question. The question has been raised 
whether, under "Form E, example 2," of the rule 
governing forms of train orders, a train can prop- 
erly be held at more than one point in one order 
for the same opposing train. 

For instance : No. 1 will wait at A until 2 :40 
p. m. for No. 2, and will wait at B until 3:10 p. m. 
for No. 2. 

Form E does not specifically authorize such an 
order. 

Answer. The reply of the committee is that 
under the Revised Code, Form E, example 3, a 

159 



train can properly be held at more than one point 
in one order for the same opposing train. — Ruling- 
September 24, 1900. 

Question. No. 1 due at A at 1 p. m., C 1:15 
p. m., D 1 :30 p. m. No. 2 is given an order to run 
30 min. late A to D. Can No. 2 arrive at C or D 
ahead of this time ? 

Answer. The train receiving this order will 
run with respect to this later time, as before re- 
quired to run with respect to the regular schedule. 
—Ruling March 19, 1902. 

Question. No. 38 will run 1 hour and 40 
minutes late London to York, 1 hour and 30 
minutes late York to New Castle, 1 hour and 10 
minutes late New Castle to Edinboro. 

What is the last minute an inferior train run- 
ning ahead of No. 38 could clear at Cambridge, 
York, New Castle and Edinboro? What is the 
last minute an inferior train southbound, could 
arrive at New Castle, York and Cambridge ? From 
London to Edinboro is north bound. 

Our Rule 386 reads as follows: "When a 
train of inferior class meets a train of superior 
class the train of inferior class must take the sid- 
ing and clear the time of the superior class five 
minutes. A train of inferior class must keep six 
minutes off the time of a train of superior class 
following it." Clause A of same rule reads, "A 
first class train must not arrive at a station, where 
only the leaving time is shown, more than one 
minute in advance of the schedule leaving time." 

Answer. In reply to the inquiry, the com- 
mittee held that the last time at which an inferior 
train running ahead of No. 38 could arrive at the 
points named would be shown as follows: The 
schedule of No. 38 is leave London 3:10, Cam- 
bridge 3 :31 ; York 3 :42, New Castle 4, arrive Edin- 
boro 5 :50. An inferior train running ahead of No. 
38 would have to be clear at Cambridge at 5:05, 

160 



York at 5:16, New Castle 5:24 and Edinboro at 
6:54. An inferior train in the opposite direction 
would have to be clear at Cambridge at 5:06, at 
York 5:07, and at New Castle at 5:05.— March 2, 
1898. 

CRITICISM. — In the explanation to examples 
(1) and (2) the statement is made that the 
schedule time of the train named between the 
stations mentioned, is as much later as stated in 
the order. This is a misleading statement when 
Rule 82 is considered with respect to a train be- 
coming 12 hours late. For example, if No. 1 is 
due at B at 1 p. m. and has an order to run 9 hours 
late, under the provisions of this explanation the 
schedule time of No. 1 becomes 10 p. m. instead 
of 1 p. m. and a number of trainmen understand 
that this explanation actually extends the life of 
the train. Of course such an understanding is 
wrong, as a run late order must not be permitted 
to extend the life of any schedule beyond the 
twelve hour limit as computed by the printed 
schedule of such train. The explanation to Form 
E should be changed so as to say exactly what it 
means. 

Form F. 

623. Q. If an order is issued reading: "En- 
gine 18 instead of engine 85, display signals and 
run as second No. 1 R to Z," what will be the pro- 
cedure? 

A. Engine 85 will drop out at R and 18 will 
run as directed. All orders must be exchanged. 

624. Q. If engine 85 is running as the last 
section, how will the order read? 

A. The words "Display signals and" will be 
omitted. 

625. Q. When it is desired to take down 
signals what kind of an order will he issued? 

A. Second No. 1 take down signals at B. 

161 



626. Q. If desired to pass one section by 
another, what form will be used? 

A. Engines 99 and 25 reverse positions as 
second and third No. 1 H to Z. When this is done 
all orders must be exchanged. 

627. Q. To add an intermediate section what 
orders will be issued? 

A. Engine 85 display signals and run as 
second No. 1 M to Z, following sections change 
numbers accordingly. 

628. Q. Under the following order has en- 
gine 85 authority to proceed, and if so as what? 
No. 1 display signals A to M for Eng. 85." 

A. Yes. It will proceed as 2d No. 1, without 
signals. 

629. Q. Under the following order how will 
engine 85 run: "Engs. 80, 85 and 90 run as 1st, 
2d and 3d No. 1 A to Z?" 

A. As 2d No. 1 with signals. 

630. Q. To annul a section for which signals 
have been displayed over a division or any part 
of a division when no train is to follow the signals 
what form must be used? 

A. Form K. 

631. Q. If 2d No. 1 received an order at H 
reading: "Eng. 85 is withdrawn at H following 
section change numbers accordingly," how would 
it be governed? 

A. Would get clear on siding and take down 
signals, as would have no rights. 

632. Q. How would Eng. 90 run from H? 
A. As 2d No. 1 without signals. 

632a. Q. Does an order reading: "Eng. 20 
display signals and run as 1st No. 1 A to Z," give 
any authority for a second section to run if they 
receive a copy of the order? 

r A. No. It is a single order example and is 
only authority for Eng. 20 to run as 1st No. 1 
and display signals. 

162 



632 b. Q. Under the conditions stated in the 
above question how should the order read to 
authorize a 2d section of No. 1? 

A. An order should be given reading : "Eng. 
25 run as 2d No. 1 A to Z." 

EXPLANATION.— This form covers nearly 
every situation which can arise. It is used when- 
ever it becomes necessary to run more than one 
train on a schedule, and is therefore of great 
importance. When a section for which signals 
have been displayed is to be annulled a Form K 
order must be used. When sections drop out as 
indicated by example (7) the enginemen and also 
conductors, if they change, must exchange all 
orders which they hold affecting that section. 
When sections reverse position under example (9) 
all orders must be exchanged by the sections con- 
cerned, so that no mistakes can occur. It will be 
noticed that examples (5), (6), (8), and (9) are 
so worded that they supersede a former order 
without the use of the words "instead of." The 
exact wording of all the examples in Form F 
should be closely followed so that the action to be 
taken will be fully outlined. 

The character of a train for which signals are 
displayed may be stated if desired. Each section 
affected by a Form F order must have copies of 
the order. 

RULING. — Question. Please refer to Form F, 
Standard Code, which reads as follows: Engines 
70, 85, and 90 will run as 1st, 2nd and 3d No. 1, 
London to Dover. 

In the event that it is desired to cut out the 
second section of No. 1 at Chatham, would it be 
necessary under the rule to give notice of such 
change to engine 70, representing first section 
of that schedule. 

The above proposition has brought out con- 

163 



siderable discussion among our local people here, 
and I am desirous of having the Committee on 
Train Rules pass upon the question. 

Answer. When this form of the order is used 
the first section should have a copy of the order 
annulling the second section. — Ruling Sept. 24, 
1900. 

Question. After a section of a train has been 
run over one portion of a road, and the annul- 
ment of the section issued, would it be competent 
to run the same section of the same train over a 
different portion of the road? That is, if three 
sections of No. 23 are started out from A and at C 
the order is issued, 2d No. 23 is annulled from C 
could there be a 3d No. 23 run from D to E ? An 
intermediate section can be annulled and following 
section take that section's number from where the 
change is made, but in that case the conductor or 
engine number is mentioned as being annulled as 
3d section. 

Answer. Assuming the points named are all 
in the same dispatching division, the answer is No. 
Under the last paragraph of Form K, which reads, 
"When a train has been annulled it must not be 
again restored under its original number by 
special order." 

Question. I am in receipt of the report of the 
Committee on Train Rules of the American Rail- 
way Association, New York, October 6th. I find 
an inquiry submitted in regard to annuling a sec- 
tion of a train to which the Committee replied: 
"No." While I admit that the inquiry was prob- 
ably not put as it should have been, I do think that 
the Committee should have made itself plain, as 
that ruling is going to confuse almost all roads 
which are endeavoring to follow out the ruling of 
the Train Rule Committee. I would like to ask, 
for instance, if engine 214 was 3rd No. 23 and from 
some cause was disabled at B, what is to hinder 

164 



the dispatcher from annulling engine 214 as 3rd 
No. 23 at B and when he gets a relief engine, 216, 
to that point, giving it an order to run as 3d No. 23 
from B to the point to which signals are carried 
by the leading section. Of course the Committee 
had in mind that if 3rd No. 23 was annulled from 
B, the train could not be represented, but as long 
as the signals were carried beyond that point and 
intermediate train not notified, I would like to ask 
as information why 3rd No. 23 could not be repre- 
sented by another engine? 

Answer. There is nothing to hinder the dis- 
patcher from annulling 3rd No. 23, but the change 
of an engine does not necessarily involve such an- 
nulment.. 

Question. Example 5, Form F, appears to 
authorize the adding of an intermediate section 
to a train. This, according to my understanding, 
authorizes two trains on the same division at the 
same time, with the same name designating them ; 
that is, there might be at the same time two sec- 
tions of the same train of the same name. For 
instance, A, B, C. D, E, F and G are stations going 
north on a certain division. Train No. 1 has 
orders to carry signals A to Z for Engine 555. 
After passing D, the second section not having 
arrived, it is desired to start another train as 
second section of No. 1, Engine 555 not having 
arrived. An order is, therefore, sent to D, stating 
that Engine 999 will run as second No. 1, D to G, 
the following sections changing numbers accord- 
ingly. A south bound extra receives orders to 
meet first No. 1 at F, second No. 1 at E. On arriv- 
ing at E, they find that second No. 1 is carrying 
signals for a third section, and have to get an 
order to meet third No. 1 at D. On arriving at D 
third No. 1, which would have Engine 555 when 
it arrives, is not there. It is, however, desired to 
send the extra along and they are given an order 

165 



to meet second No. 1 at C. They have, therefore, 
on the same division received orders to meet 
second No. 1 at two different points, second No. 1 
being two separate and distinct trains. Is it 
authorized, and is it proper interpretation of the 
Standard Code ? If it is, would we not in the above 
case, if No. I were delayed at B, be justified in 
starting another No. 1 from D, carrying signals 
for the train that was delayed? If so, a south 
bound extra in this case might receive an order to 
meet No. 1 at E; and, again on arriving at D, if 
the train that started from A had not arrived, 
they would get another order to meet No. 1 at C. 
It does not seem to me, therefore, that the Stand- 
ard Code can authorize such movements as this. 

The third paragraph of Rule 4 states that not 
more than one schedule of the same number and 
day shall be in effect on any division or sub- 
division. This refers to schedules and not to 
trains, so that, as far as the rules go, I can see no 
objections to the examples cited above. 

Answer. Intermediate sections are authorized 
by the rules, and any number of the sections may 
be run. It is not permissible to run more than one 
schedule of the same number on the same day. It 
is the duty of the train dispatcher, who introduces 
intermediate sections, to safeguard the arrange- 
ment by proper notification to those concerned. — 
April 18, 1911. 

CRITICISM.— Form F should contain an ex- 
ample providing for signals being carried to an 
intermediate station. This should be a second 
example under example (1). This should be fol- 
lowed by a second example under (2) reading: 
"Engine 25 run as 2d No. 1 A to G and as No. 1 
from G." We suggest that these examples could 
be used under the present form to cover such 
cases without violating the principle of the form. 
The explanation to example (7) should read: 

166 



"Under (7) Engine 85 will drop out at H and En- 
gine 18 will run as directed, its engineman (and 
conductor, if he also change,) first obtaining the 
train orders relating to 2d No. 1, held by the 
engineman (and conductor) of Engine 85." The 
second paragraph of the explanation under (7) 
should stand as it is. 

The explanation under example (9) should be 
changed as follows: "Under (9) Engine 99 will 
run ahead of Engine 25 H to Z, the conductors and 
enginemen of both sections exchanging train or- 
ders and arranging signals accordingly. Follow- 
ing sections, if any, need not be addressed." 

Form G. 

633. Q. How would extra 90 proceed under 
the following order: "Engine 90 run extra, A to 
C"? 

A. Would proceed to C, keeping clear of all 
regular trains. 

634. Q. Would you be required to protect 
against opposing extras upon this order? 

A. No. 

635. Q. What rights does this give you to 
main track at C? 

A. None. Would take the siding at C. 

636. Q. Are extra trains required to clear 
all regular trains, and if so, how much? 

A. Yes. Five minutes. 

637. Q. If Engine 75 held an order to run 
extra A to D and return, would it be necessary 
for Extra 75 to go to D before starting on the 
return trip? 

A. Yes. Otherwise the order is not fulfilled. 
If No. 1 held an order to run 20 minutes late A to 
C and 10 minutes late C to F, we would not expect 
No. 1 to begin to carry out the last part of the 

167 



order before fulfilling the first part. It is an order 
that should not be used unless necessary. 

638. Q. If Engine 77 held an order to run 
extra, as per example 3, would this extra lose right 
when it became 12 hours late? 
A. No. 

639. Q. If Engine 79 held an order No. 1 to 
run extra A to D and meet No. 26 at D and upon 
arrival at D it should be given order No. 2 to run 
extra D to E and meet No. 26 at E, would it be a 
proper order? 

A. Yes. As upon arrival of Extra 79 at D 
it ceases to exist as an extra, and all orders held 
by it expire. 

Note. — Order No. 2 created a new extra. But 
should a case occur as above with the exception 
that the second order did not mention Extra 26, 
the attention of the dispatcher should be called to 
Extra 26, for the reason that the order to meet it 
at D has expired. 

640. Q. If Engine 79 arrived at D under or- 
der No. 1 and received order No. 3 to run extra to 
E instead of D, and also received order No. 4 to 
meet No. 26 at E, could it go to E for No. 26? 

A. No. Order No. 4 would be improper as 
order No. 3 does not create a new extra, but simply 
extends the limits of the old extra, and in conse- 
quence Extra 79 cannot pass the meeting point D 
until the original meet with No. 26 at D is super- 
seded or annulled. 

EXPLANATION. — When a passenger train is 
run extra on a schedule and given right over all 
trains, the order does not give it any rights over 
yard engines, and the extra must approach and 
pass through yards the same as any other extra 
train. Switch engines are not trains within the 
meaning of the rule. 

When originating an extra the dispatcher 
should in each case fix a meeting point for it with 

168 



all opposing extras or give it right of track. 
Several cases have come up where dispatchers 
have issued orders to opposing extras that one 
would wait at a certain station until a certain 
time for another extra. This is not a proper order 
to give for the protection of extra trains. Such 
order does not restrict the rights of the opposing 
extra, and is not authority for it to clear the main 
track after the time expires. 

When an extra reaches the last station named 
in its running orders, it must pull in at the switch 
where inferior trains moving in that direction side 
track for superior trains. An extra train has no 
right to occupy the main track where it originates 
or where it terminates. 

Extra trains are not required to protect 
against opposing extras unless directed by train 
order to do so. 

A train run extra on a schedule does not lose 
right when 12 hours late on such schedule. 

RULING. — Question. Will you kindly say if 
special trains should carry a white signal ? There 
is a wide difference of opinion on the subject and 
I respectfully refer the matter to you. 

Answer. A train running under example 1, 
Form G, would carry the white classification 
signals, because it is a train not represented on 
the time-table, and is therefore an extra train. A 
train running under example 2 (This is the form 
used for running a train on a schedule and making 
it a supplement to the time-table. It is no longer 
a Standard Code example). Form G, would not 
carry the white classification signals, because the 
order expressly states that its schedule is a supple- 
ment to the current time-table, and therefore 
makes it a regular train. — Ruling Sept. 24, 1900. 

Question. I beg to submit to the Committee 
on Train Rules the following inquiry in regard to 

169 



Form G, Extra Trains, under example (1) ; Engine 
99 will run extra, Berber to Gaza. 

Supposing Gaza to be a way station, to which 
point within the somewhat indefinite limits of 
Gaza does the order give the extra the right to 
run? 

A definite ruling on this point seems import- 
ant, especially when we consider that it is per- 
fectly competent for the train dispatcher to give 
an extra running in the opposite direction a simi- 
lar order from some other point to Gaza, and that, 
so far as the rules provide, neither extra would 
have any information as to the destination or 
existence of the other. 

Answer. Persuming that Gaza is an inter- 
mediate station on a division, the order gives the 
extra the right to run to the entrance switch of 
the siding and clear the main track. — Ruling Sept. 
24, 1900. 

Question. Engine 25 run extra A to B. Has 
this extra right to proceed to telegraph office, 
which is located at extreme end of passing siding, 
providing there is no superior train due to compel 
them to take siding, or do standard rules require 
them to. head in at first switch ? 

Answer. The answer to this question is to be 
found in Rules 89 and 90 of the Standard Code of 
Train Rules. The extra train expires at B, and 
must head into the siding and clear the main track 
at B. If for any reason if is necessary for the extra 
to occupy main track for purposes of pulling down 
to extreme length of siding, or for any other 
reason, it can do so only under protection. 

CRITICISM.— Form G should contain an ex- 
ample for starting an extra train when an oppos- 
ing extra is to be met at that station. For this 
purpose suggest that the example read, "After 
Extra 14 arrives at A, Engine 15 run extra A 
to G." 

170 



Form H. 

641. Q. If on Engine 292 you received an 
order reading: "Engine 292 works 7 a. m. to 6 
p. m. between D and E," how would you be 
governed? 

A. Would clear the time of regular trains 
and would protect against extras in both direc- 
tions. 

642. Q. If the order contained the clause 
"Not protecting against extras," how would you 
be governed? 

A. Would clear the time of regular trains, 
but would not protect against extras. 

643. Q. If Extra 292 received an order read- 
ing: "Work Extra 292 clears (or protects against) 
Extra 76 east between D and E after 2:10 p. m.," 
how would it be governed? 

A. It must clear at 2:10 p. m. or protect as 
the order requires. 

644. Q. How will Extra 76 east proceed? 

A. It must not enter the limits before 2:10 
p. m. and will then run expecting to find the work 
extra clear of the main track or protecting as the 
order may require. 

645. Q. — If work extra received an order 
reading: "Work Extra 292 protects against No. 
55 between D and E," how would it be governed? 

A. It would work on the time of No. 55, pro- 
tecting as per Rule 99. 

645a. Q. If work extra receives an order 
reading: "Work Extra 292 has right over all trains 
between D and E 7 p. m. to 12 night," how will it 
be governed? 

A. It will work as directed and have right 
over all trains. 

645b. Q. How will other trains be governed? 

A. They must not enter the limits until 12 
night unless the order is annulled or superseded. 

171 



EXPLANATION. — Work trains or other 
trains working where they cannot see the main 
line, should leave a man on the main line to ascer- 
tain what trains have or have not passed and of 
any trains that may have passed broken in two, 
unless work trains leave the main line at a register 
station or where other arrangements are made. 

Form H is nearly automatic in self -protection, 
being arranged so that in absence of instructions 
to protect, the work extra must protect ; any other 
extra receiving the order would expect to find the 
work extra protecting. If the work extra is 
directed not to protect, such information will be 
indicated in the instructions ; so that another extra 
receiving the order would be required to protect 
through the limits as per Rule 99. The existence 
of a work train is always limited by time, and 
when such time is up the existence of the work 
extra, as such, ceases, and any orders which it 
holds must be considered void. 

RULING (double track) — The question has 
been asked whether a work extra working on one 
or both tracks on double track without being re- 
quired to protect against extras has the right to 
move against the current of traffic or only to move 
with the current of traffic? 

Answer. This order gives the extra ample 
authority to move against the current of traffic 
within the limits and time named, properly clear- 
ing the time of regular trains. — Oct. 17, 1910. 

NOTE. — The objection to this ruling rests in 
the fact that Rule D-97, a rule which was framed 
for the government of work extras on double 
track, states definitely that a work extra must 
move with the current of traffic unless otherwise 
directed. 

Question. A train order has been sent read- 
ing: "Engine 292 work 7 a. m. to 2 p. m. between 
D and E. Work Extra 292 south will meet No. 328 

172 



at E." At 2 p. m. Work Extra 292 has not arrived 
at E. Does the meet order held by No. 328 hold 
good after 2 p. m., or can No. 328 proceed on its 
schedule ? 

The Committee made reply that, "If an order 
should be sent in the form suggested in the in- 
quiry, it would be the duty of No. 328 to remain 
at E until Work Extra 292 arrived or until the 
order was annulled. Form A, fixing a meeting 
point for opposing trains, states definitely that 
trains receiving these orders will run with respect 
to each other to the designated points and there 
meet in the manner provided in the rules. If it is 
the intention of the dispatcher that No. 328 should 
move after 2 p. m., if the work extra had not ar- 
rived at that time, another form of order should 
be used." 

Form J. 

646. Q. How would No. 2 respect an order 
held by an operator reading: "Hold No. 2"? 

A. It would respect the order the same as if 
addressed to it and would not proceed until an 
order was sent annulling the order, or an order 
given to the operator reading: "No. 2 may go." 

647. Q. How will the operator handle these 
orders? 

A. He will deliver them to the conductor 
and engineman of No. 2. 

648. Q. What will Form J be used for? 

A. To hold trains until orders can be given, 
or in cases of emergency only. 

649. Q. After a train has been held by a 
Form J order can it proceed when it receives an 

order reading "- may go" in case the signal 

still remains at "stop"? 

A. No. Not unless it receives a clearance 

card in addition to the " may go" order, 

as this order simply clears the train on the "Hold" 

173 



order, but does not clear on the stop signal, hence 
a clearance card is necessary as per Rule 221, if 
the signal remains at stop. 

EXPLANATION.— When an order is sent to 
an operator directing him to hold all trains and 
later a certain train is released with an order 

reading " may go," all other trains must 

be held. Unless the rules specially require, it is 
not necessary for the conductor to sign for the 
order, but the operator should deliver a copy for 
the engineman and conductor of all trains affected. 
This form cannot be used to hold trains at a 
station for the purpose of advancing other trains 
against or ahead of them. Such movements must 
always be made in the regular manner. 

Form K. 

650. Q. How Would an order reading: "No. 1 
of Feb. 29th is annulled A to Z," affect the rights 
of No. 1? 

A. It would have no rights or schedule be- 
tween A and Z. 

651. Q. When a train is annulled to any 
given point, are its rights affected beyond that 
point? 

A. No. 

652. Q. When a train has been annulled, 
may it be restored under its original number by 
special order? 

A. No. 

653. Q. If you held an order to meet No. 1 
at C, and later got an order that No. 1 was an- 
nulled, how would you proceed? 

A. Would consider the order, to meet No. 1, 
void as per Rule 220. 

654. Q. How would an order reading: "2d 
No. 1 of Feb. 29th is annulled E to G," affect 2nd 
No. l's rights? 

174 



A. It would have no right or schedule be- 
tween E and G. 

EXPLANATION.— When a schedule has been 
anuulled it cannot be restored. An annulling order 
cannot be annulled or supersded. 

Form K s used when, for some reason, a time- 
table schedule is not to be used on a certain day. 
Two examples of this form are shown. One for 
annulling a schedule, and the other for annulling 
a section. When a section or a schedule has been 
annulled the authority of such schedule or section 
becomes void between the points named, and can- 
not be restored. When a train holds orders con- 
cerning another train, and later receives an order 
that such other train is annulled, all orders or 
parts of orders relating to the train which is an- 
nulled become void. Inferior trains may proceed 
upon the time of such annulled train as though 
the train was not named on the time-table. 

The date which is used in an annulling order 
refers to the date the train annulled is due to 
leave its initial station, on such division, or sub- 
division. 

RULING. — Question. Is it necessary for a 
detoured train to have a train order before resum- 
ing its schedule on returning to its own line, for 
instance: A train scheduled from A to Z detours 
from E to N. May it resume its schedule at N 
without a train order instructing it to do so ? 

Answer. Assuming that Form K has been 
used to annul the train between E and N, there 
is nothing to prevent it resuming its schedule N 
to Z without a train order. 

Form L. 

655. Q. How must an order annulling an- 
other order read, and must it be numbered, trans- 
mitted and signed for as any other order? 

A. Order No. — is annulled. Yes. 

175 



656. Q. May an order, once annulled or 
superseded, be restored under its original number? 

A. No. 

657. Q. Under the following orders, how will 
No. 1 be governed: Order No. 1, "No. 1 meet No. 
2 at B." Order No. 2, "No. 1 meet No. 2 at C in- 
stead of B." Order No. 3, "Order No. 2 is an- 
nulled." 

A. Order No. 2 superseded Order No. 1, 
making it of no effect and fixed a new meeting 
point at C. Order No. 3 annulled Order No. 2, 
which leaves No. 1 and No. 2 without any orders, 
and they must be governed by time-table in 
making the meeting point, because orders once 
superseded or annulled are of no effect even though 
the order which superseded or annulled them has 
been annulled. 

EXPLANATION.— There is only one example 
shown under this form. It reads, "Order No. 10 
is annulled." When such an order is received all 
provisions contained in Order No. 10 are cancelled. 
If the order which is to be annulled has not been 
delivered to the train the annulling order will be 
addressed to the operator, who will destroy all 
copies of the order, except his own, and will write 

on his file copy, "annulled by order number ." 

If the order which is to be annulled has been de- 
livered to a train, the order annulling it will be 
addressed to such train. Trainmen and others 
receiving a Form L order should be careful that 
the number of the order which he destroys agrees 
with the number named in the Form L order. 

RULING. — Referring to the following para- 
graph: "If an order which is to be annulled has 
not been delivered to a train, the annulling order 
will be addressed to the operator," the Committee 
was asked what was meant by "delivered" — 
whether it means the delivery to the trainmen 
after the order is made complete only, or whether 

176 



it includes the delivery of an order that has not 
been made complete to the engineman and con- 
ductor for signature, and the occasion for annull- 
ing the order does not arise until after such signa- 
tures have been received? If the meaning of the 
word 'delivered" applies only to the case first 
stated, what official knowledge can the conductor 
and engineman, who have signed the order, have 
that the order has been annulled, and they would 
not be responsible for its fulfillment? 

Answer. In the judgment of the Committee 
the delivery of an order can take place only after 
"complete" has been given as stated in Rules 210 
and 211.— Dec. 10, 1896. 

Form M. 

658. Q. If you hold an order containing two 
or more movements, may part of the order be 
annulled, and how? 

A. Yes." By an order reading: 'That part 
of Order No. — , reading , is annulled." 

659. Q. Would this affect the other move- 
ments in the order? 

A. No. 

EXPLANATION. — Only one example is 
shown under this form, and this example properly 
belongs under Form L. The example reads, "that 
part of an order No. 10 reading No. 1 meet No. 
2 at S is annulled." When part of an order is 
annulled the remaining portion of the order is still 
in force and must be obeyed. Only such portion 
of the order is annulled as is mentioned. When 
part of an order has been annulled, it must not be 
again restored under its original number, and, 
should the order which annulled part of an order 
be itself annulled, it does not restore that part of 
the order which the annulling order destroyed. 

177 



Form P. 

660. Q. How may an order or part of an 
order be superseded? 

A. By adding to the prescribed forms the 
words, "instead of — ." 

661. Q. May an order which has been super- 
seded be reissued under its original number? 

A. No. 

EXPLANATION.— An order which has been 
superseded cannot be again restored under its 
original number. Only such part of an order is 
superseded as follows the words, "instead of." 

Two or More Forms. 

700. Q. (A-C) If No. 1 holds right of track 

order over No. 2 A to H and later gets an order to 

meet No. 2 at D, which train will take siding at D? 

A. No. 2 for the reason that No. 1 is the 

superior train by (train order) right. 

701. Q. (A-B) If No. 1 holds the following 
order how will it be governed: "No. 1, pass No. 
3 at B and meet No. 2 at C"? 

A. No. 1 will pass and run ahead of No. 3 
from B and will meet No. 2 at C as directed. 

702. Q. (A-E) If No. 1 holds an order that 
No. 2 runs one hour late and later gets a meet 
order with No. 2, are both orders in effect? 

A. Yes. 

703. Q. (A-E) If under the conditions 
named above No. 1 can make a station further 
on the time order for No. 2 than it can make on 
the meet order, can it pass the meeting point and 
go to the next station for No. 2? 

A. No. Both orders are in effect, but the 
meeting point must be respected, as named in the 
order. 

704. Q. (Misc.) What forms of orders can 
be combined? 

178 



A. Nearly all the forms can be combined. 
It is not good practice to combine annulling orders 
with any other form. 

705. Q. (H-A) If No. 67 holds an order 
that Engine 234 works 5 p. m. to 7 p. m. between 
A and D and meets No. 67 at D, can No. 67 pass 
D at 7 p. m. if the work extra is not there? 

A. No. It must obey the meet at D, al- 
though it is admitted that the work extra is dead 
and must not go to D on the order. (Rule 220 
should be so changed as to provide for this.) 

706. Q. (A-P) No. 1 runs A to Z and No. 2 
Z to A. If No. 1 gets an order to meet No. 2 at 
F and later gets an order to meet 1st No. 2 at E 
instead of F, can No. 1 go to F for 2d No. 2? 

A. Yes, for the first order mentioned No. 2 
by its schedule number alone and therefore all 
sections were included; the second order only 
superseded that part of the first order which re- 
ferred to first No. 2. 

707. Q. (A-P-L) If under the two orders 
named in the previous question No. 1 should re- 
ceive an order at B annulling the second order, 
what rights would No. 1 have? 

A. The first order made a meet at F for all 
sections of No. 2; the second order superseded it 
only so far as first No. 2 was concerned ; the third 
order annulled the meet at E for No. 1 and 1st 
No. 2 and as the meet at F for them had been 
superseded it leaves No. 1 with no orders against 
first No. 2, but it has a meet at F with second No. 
2 and all following sections of No. 2. 

708. Q. (Misc.) When an annulling order 
is annulled or superseded or when a superseding 
order is annulled or superseded, does it restore 
the order which these orders annulled or super- 
seded? 

179 



A. No. When an order or part of an order 
has been annulled or superseded, it is of no effect 
and must not be restored under its original 
number. 




180 



MISCELLANEOUS A. R. A. 
RULINGS 



REVERSE MOVEMENTS. — In running a 
train over opposite track is it necessary or custom- 
ary to state the cause as "north bound track ob- 
structed," etc., or simply give 19 order to trains 
to use that track, and when they receive orders to 
use the opposite track do they understand that 
they are governed by single track rules ? That is, 
they are superior to trains which, under the time- 
table rules, they would be superior to on single- 
track and inferior to trains which they would be 
inferior to under single track rules, while running 
on that track? 

Answer. The committee does not consider it 
necessary to state the cause. — Ruling Sept. 11, 
1901. 

SIZE OF BLANK.— Is there any objection to 
using form of train order book size 7V2 X 10% in. 
beyond the perforated line at top, and 7^x11% 
in. over all ? 

Answer. The Committee believes that the 
form recommend in the Standard Code is best 
suited for the use of railroads generally. Larger 
blanks are permissible, but in the opinion of the 
Committee are undesirable. 

CLEARANCE CARD.— It is suggested that 
the Standard Code clearance card be changed so as 
to show the numbers of train orders delivered to 
the trains receiving the card. So that if any ques- 
tion should arise as to whether or not an order, 
possibly a 19 order which was not signed for, was 

181 



delivered, the clearance can be produced as an 
actual record of the delivery or non-delivery. 

Answer. The clearance card as printed in 
the Standard Code gives all the information neces- 
sary. The requirements of further information 
might lead to error on the part of the operator. 

PILOT. — The responsibilities of a pilot are 
the same as the responsibility of the engineman 
or conductor, or both, whom he pilots. 

DIRECTION.— The American Railway Asso- 
ciation recommends that odd numbers shall be 
given west and south bound trains and even num- 
bers to east and north bound trains. 

COLOR. — Recommend that no cross-arm or 
telegraph poles be painted red or green. 

SWITCH LIGHTS.— A letter was submitted 
in regard to the proper color to be used for switch 
lights. It is the unanimous opinion of the Com- 
mittee that red and white are the proper colors, 
but it has purposely omitted any mention of the 
same in the rules, believing that the significance 
of the colors determine same, there being no ques- 
tion about the use of red for open switches. If 
white is used, it means that there is no restriction 
as to speed unless otherwise ordered. If green is 
used, it means that caution is to be used and it is 
a signal to go slow. 

OPERATOR'S TRANSFER.— A form of oper- 
ator's record and transfer of orders was submit- 
ted to the Committee, and while it thought the 
form a good one, it was the opinion that such 
matters must be left to the judgment of each 
line, to be determined according to the circum- 
stances governing operation. — April 7, 1891. 

DISTANT SEMAPHORE SIGNALS. — A 
question was submitted to the Committee in refer- 

182 



ence to the color and shape of distant semaphore 
signals for head on switches. The opinion of the 
Committee was that under no circumstances 
should red be used as a cautionary signal; the 
proper color is green. The determination of the 
shape of the signal should be left to each road. 
Taking into consideration the fact that sema- 
phores are now being used for block purposes, it 
may be desirable to use different shapes for differ- 
ent purposes. The question as to what the distant 
signal is to denote, determine the color. If it is not 
intended to stop the train until the signal is 
changed, it should be red ; if intended to allow the 
train to pass under control, the signal should be 
green. — April 7, 1891. 

RED AND WHITE LIGHTS ON REAR OF 
TRAIN. — After examining the results of experi- 
ments made on the Wabash and the Pennsylvania 
Railroads the Committee unanimously concluded 
that red lights alone are better than a combination 
of red and white lights for marking the rear end 
of a train. Both sets of experiments conducted 
independently of each other, brought out the fact 
that the white light somewhat obscured the red; 
that is to say, the red disappeared from view 
sooner when shown in connection with the white 
than when shown alone, the red being absorbed by 
the white. 

It was also suggested to the Committee that 
the use of white lights in connection with red 
lights for rear-end signals would interfere with 
the semaphore bracket signals, on which the dis- 
play would be in the same relative position as 
when a white light or lights were used in connec- 
tion with one or more red lights on the rear end of 
a train. Oct. 12, 1887. 

A. R. RULING. Q. Three orders are given. 
Order No. 1 : "Extra 456 east wait at B until 

183 



7:15 p. m. and at C until 7:45 p. m. for work extra 
461." 

Order No. 2: "Extra 456 east meet work 
extra 461 at C." 

Order No. 3 : "Order No. 2 is annulled." 

Under these orders, when can extra 456 east 
pass B and C after receiving order No. 2? Does 
order No. 2 supersede order No. 1 ? After receipt 
of order No. 3 is order No. 1 in effect? 

A. Order No. 1 and No. 2 conflict with each 
other, and are, therefore, improper. Orders once 
in effect continue so until fulfilled, superseded or 
annulled. 

Form P is the only form given for supersed- 
ing an order, and Forms L and M are the only 
forms given for annulling an order. None of 
these forms having been used, order No. 1 is in 
effect until fulfilled. 

Therefore, extra 456 east cannot pass B until 
7:15 p. m., unless the work extra is clear before 
that time and (until order No. 2 is annulled) must 
wait at C until extra 461 is clear. After order 
No. 2 has been annulled, extra 456 can pass C at 
7:45 p. m., unless the work extra is clear before 
that time. Ruling 1913. 

(Editor's Note) : The authority to state that 
orders No. 1 and No. 2 conflict is not clearly de- 
fined in the Rules, nor does the present practice 
under Standard Rules conform to such practice. 




184 



POINTS ANSWERED BY 
THE EDITOR 



Question. Please give your understanding of 
the following order: "Work Extra 810 has right 
over all trains between A and H 8 a. m. until 
12:30 p.m." 

No. 85 arrives at H and finds Work Extra 810 
in to clear, can No. 85 proceed ? 

Answer. A strict interpretation of the order 
quoted forbids any train entering the limits until 
12 :30 p. m., unless it holds orders to meet or run 
ahead of the work extra. The fact that Work 
Extra 810 is clear when No. 85 arrives there, is not 
sufficient to permit No. 85 to proceed ahead of the 
work extra, as the order gives the work extra 
exclusive right to the territory. Rule 86 requires 
that an inferior train clear the time of a superior 
train in the same direction not less than five 
minutes, and as the work extra has no schedule 
time, but is under the rules a superior train, No. 
85 must keep out of its limits entirely. Rule 86 
refers to an inferior train, whether inferior by 
timetable or by right. Rule 71 makes it plain that 
a train may be superior to another by right, class 
or by direction, right being conferred by train 
order and class and direction by time-table. 

Question: "No. 2 take siding and wait at 
Summit until 3:15 p. m. for No. 85." What will 
No. 2 do if it arrives at Summit at 3:16 p. m.? 

Answer. Under the order No. 2 should take 
siding at Summit regardless of the time at which 
it arrives at that point. 

The order is improper because the authorized 

185 



form for making the movement has been changed 
and not preserved in its original wording. That is 
the take siding provision has been inserted in the 
middle of the third example of Form E, with the 
result that a doubt has been created because the 
dispatcher has departed from the authorized form 
of train order. It should be remembered that 
whenever anything is to be added to an authorized 
form of train order it should follow the regular 
form in logical sequence and should never be 
inserted in the middle of the form. The order 
used is at once recognized as a wait order, and as 
such the time is essential, but there is no such 
thing as a limit to taking sidetrack — that is 
to say, a train will take siding or it will not, but 
there is no arrangement for a limit of time to the 
performance. Good judgment suggests that such 
an order should not be used because of the doubt 
which it is liable to create on account of a limited 
provision and a positive provision being combined* 
However, the order having been used, it remains 
for No. 2 to carry out its provisions by taking 
siding at Summit even though it holds a doubt as 
to whether or not the order requires it; this be- 
cause Rule 106 requires in all cases of doubt that 
the safe course must be taken and no risks run, 
and it is evident that the only safe course for No. 
2 is to take siding. It is equally evident, from a 
technical standpoint, that the order requires No. 
2 to take siding regardless of the time. 

Question. It has never seemed to me that the 
Standard Code makes it plain enough as to just 
what portions of the main track a work train is 
entitled to use under the regular form of work 
train order. For instance, Engine 79 holds an 
order to work between "A" and "B." As I under- 
stand it, in putting the question to a man who is 
passing an examination for conductor or engine- 
man, if, holding an order reading, "Engine 79 

186 



work extra 7:00 a. m. to 6:00 p. m. between A and 
B," what part of the main track are you entitled 
to use without protecting by flag, provided, of 
course, all overdue trains have gone. Suppose the 
applicant answers, "Between the depots at said 
stations," or beween the farthest switches, that is, 
between the north switch at A and the south 
switch at B, A being a station north of B. The 
examiner then explains to him that this order 
gives him the right to the main track only between 
the south switch at A and the north switch at B. 
The applicant then remarks that he has found 
nothing in the general rules explaining exactly 
what his limits on the main track are. Will you 
please advise me what rule or rules I can point 
out to him to back up my explanation that he has 
right to use the main track only between the 
south switch at A and the north switch at B ? 

It does not seem to' me that Rule 5 fully covers 
this, for the reason that all overdue scheduled 
trains may have gone and the work train, which 
is working between A and B, has a clear track 
between these points, so far as regular trains are 
concerned, and, on extra train is started over the 
division with orders to run fro ma point north of 
A south to a point south of B, and to protect 
against Work Extra 79 between A and B. As I 
understand the code, this extra south can pull 
down to the south switch at A, remaining just far 
enough north of this switch to clear. Suppose the 
work extra, after all overdue scheduled trains 
have gone figures that they have a right to go up 
the main track to the depot at A, or to the north 
switch at A, and collide with this extra south. If 
this should occur, which crew, according to the 
rules, would be at fault ? 

Answer. In the case of a regular train, Rule 
5 makes the time apply at the switch where an 
inferior train enters the siding. This statement 

187 



fixes the application for the location of the rule 
with respect to a station, and, at the same time, 
it marks the limit of any station so far as one 
train is concerned with the movement of any 
opposing train. 

The authority for explaining to trainmen that 
an order to work extra between A and B does 
not entitle them to the use of the main track at 
the station at A or B, is found in the language 
of the order itself, coupled with the general under- 
standing, as outlined in Rule 5. Rule 5 indicates 
that the station at B is at the north switch for an 
inferior south bound train and at the south switch 
for an inferior north bound train. By considering 
this for a moment, we come to understand that 
officially the station at B, as shown on the time- 
table, extends from the north switch to the south 
switch, depending upon the direction in which a 
train is moving, and also upon its superiority or 
inferiority. Under a Form G order, directing a 
train to run extra to B, such extra train must con- 
sider that their order to use the main track 
expires when they reach the first entrance switch 
at B; following this line of thought as connected 
with the work extra, you will note that the order 
to work reads, "Between A and B," and that it is 
required that this work extra use the first en- 
trance switch at both stations. This limits them 
to the use of the main track between the south 
switch at A and the north switch at B. The word 
"between" which is used in the order is not 
capable of being construed as applying at the 
station of A or B, but only between these stations. 

When it is desired that a work train use the 
main track at B, the working limits should be 
given between A and C. To sum up, a station 
officially extends from one extreme switch to the 
other. Work orders read between certain stations, 

188 



which limits the work train to territory between, 
and not at, either station named in the order. 

In case an extra should be moving south over 
the work train limits, as you suggest, and this 
extra should collide with the work extra between 
the switches at A, it would certainly be the fault 
of the work extra crew for using the main track 
at A, when their order definitely specifies that 
their limits are between A and B. 

Question. This district is from A to P. 
Register stations at A, D, G and P. A second class 
train departing from A receives an order that the 
second section of a first class train will run two 
hours late from G to A. The second class train 
makes C for the second section which passes with- 
out signals. At station G the second class train 
receives an order that the second section of the 
same schedule which was met at C will run nine 
hours late from P to G. The second section of 
this same schedule is met at O. Can the same 
section be met more than once on the same date 
on the same district? Did the meeting of the 
second section at C without signals complete the 
schedule upon the district? Can another second 
section be cut in upon any territory not covered by 
the first second section ? 

Answer. The movement as outlined above is 
entirely proper and safe when handled in accord- 
ance with the rules. In this case the register at G 
would give the information that second section of 
the train referred to had not arrived there and it 
would also give the information that the first 
section from P displayed signals to G for a follow- 
ing section. But outside of this it is the duty of 
the dispatcher who introduces more than one 
second section or other section of a train to safe- 
guard the movement by proper notice to trains. 
The rules do not direct any special action in a case 
of this kind but because of the complications 

189 



which may arise the dispatcher should take extra 
precaution. In the case under discussion the order 
at G giving nine hours of the time of the second 
second section between P and G would safeguard 
the movement, in addition to the information con- 
tained on the register which might be easily over- 
looked because of the schedule having been ful- 
filled on one portion of the district. 

It is possible to meet three or four 2nd No. 
15s on one district and if properly handled all can 
be given perfect protection. The meeting of a 
second section at C without signals does not com- 
plete the schedule at any point except at C, so far 
as the inferior train at C can know. At each 
register station the register must be examined for 
other possible sections. 




190 



QUESTION DEPARTMENT. 

The Editor of Standard Train Rule Examina- 
tion receives many requests for his personal 
understanding of certain cases and as these 
questions require much time and attention the 
Editor requests that each letter, where personal 
answer is desired, should be accompanied by 25 
cents in stamps or coin. This amount is not to be 
considered as payment for the service, but rather 
to cover expense of stenographer, stationery, etc. 



CORRESPONDENCE COURSE 

Complete Course on Train Rules and Orders 
under personal direction of Mr. Collingwood. 
Write for particulars. 



191 



INDEX 

To Questions and Answers, American Railway Association 
Rulings, and Explanations, of the Following Rules. 

General Rules 20 

Definitions 21 

Rule 1 (Standard time) 27 

Rule 2 (Inspecting watches) 27 

Rule 3 (Comparing watches) 28 

Rule 4 (Time tables) 29 

Rule 5 (Application of time) 37 

Rule 6 (Time table signs) 42 

Rule 7 43 

Rule 8 43 

Rule 9 (Night signals) 44 

Rule 10 (Visible signals) 44 

Rules 11 and 12 45 

Rules 13 and 14 46 

Rule 15 (Torpedoes) 53 

Rule 16 54 

Rule 17 (Train signals) 55 

Rule 18 (Yard engines) 57 

Rule 19 (Markers) 59 

Rule 20 60 

Rule 21 62 

Rule 22 63 

Rule 23 64 

Rules 24 and 25 65 

Rule 26 (Blue signal) 66 

Rules 27 and 28 68 

Rule 29 69 

Rules 30, 31, 32, 33 and 71 70 

Rule 72 (Superiority) 71 

Rule 73 72 

Rule 82 (12 hour limit to schedule) 73 

Rule 83 75 

Rules 84 and 85 76 

Rules 86 and 87 78 

Rule 88 79 

Rule 89 80 

Rule 90 83 

Rule 91 84 

Rule 92 85 

Rule 93 86 

Rule 94 93 

Rule 95 99 

Rule 96 100 

Rules 97 and 98 101 

193 



Rule 99 (Flaging) 102 

Rule 100 104 

Rule 101 (Train parted) 105 

Rules 102 and 103 109 

Rule 104 (Switches, how left) 110 

Rules 105 and 106 112 

Rule 201 113 

Rule 202 115 

Rules 203 and 204 116 

Rules 205 and 206 117 

Rule 207 118 

Rules 208 (A) and 208 (B) 119 

Rules 209 and 210 120 

Rule 211 122 

Rule 212 123 

Rules 213 and 214 124 

Rules 215, 216 and 217 126 

Rule 218 128 

Rule 219 130 

Rule 220 (Orders in effect) 131 

Rule 221 (A) 133 

Rule 221 (B) 134 

Rule 222 136 

Rule 223 137 

Form A (Meet order) 141 

Form B (Pass and run ahead) 146 

Form C (Right of track) .150 

Form E (Time orders) 156 

Form F (For sections) 161 

Form G (Extra trains) 167 

Form H (Work trains) 171 

Form J (Hold order) 173 

Form K (Annulling a schedule) 174 

Form L (Annulling an order) 175 

Form M (Annulling part of an order) 177 

Form P (Superseding an order) 178 

Forms A-C, A-B, A-E, Misc 178 

Forms H-A, A-P, A-P-L Misc 179 

Miscellaneous A. R. A. Rulings 181 to 184 

INDEX TO SUBJECTS 

Abbreviations Allowed 137 

All Sections Included 128 

Answering Signals 69 

Application of Time 37 

Audible Signals 46 

Blue Signal Protection 66 

194 



Communicating Signals 54 

Change of Time Tables 29 

Classification Signals 60 

Clearance Card 11-181-135 

Combined Forms 113-178-179 

Definitions 21 

Day Offices 14 

Direction 182 

Distant Semaphore Signals 182 

Disabled Train 93 

Explanation of Make-up of Book 10 

Extra Trains 17-167-72-77-78-79 

Head-light 55 

Introduction 9 

Orders to Non-Telegraph Office 126 

Operators Transfer 182 

Pilot 182-25 

Register 12 

Resuming Schedule 17-175 

Red and White Signal Test 183 

Responsibility for Switches . . . t 110-182 

Reverse Movements 181 

Standard Time 11-27 

Standard Code 11 

Signature to Orders 13-122 

Size of Blank 181 

Train Losing Schedule 73 

Trains in Yard Limits 86 

Theory of Standard Rules 15 

Train Parting 105 

Train Order Signal 133 

The "X" Response 123-124-130 

When Signals Are Taken Down 100 



195 



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